Upload
doanduong
View
224
Download
0
Embed Size (px)
Citation preview
Assessment of Vibration Effects
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This report has been prepared for the benefit of the NZ Transport Agency (NZTA) No liability is accepted by
this company or any employee or sub-consultant of this company with respect to its use by any other person
This disclaimer shall apply notwithstanding that the report may be made available to other persons for an
application for permission or approval or to fulfil a legal requirement
Quality Assurance StatementQuality Assurance StatementQuality Assurance StatementQuality Assurance Statement
Prepared by James Whitlock Consultant [Marshall Day Acoustics
Ltd]
Reviewed by Peter J Millar Senior Geotechnical Engineer [Tonkin
and Taylor Ltd]
Approved for Issue bySiiri Wilkening Associate [Marshall Day
Acoustics Ltd]
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
ContentsContentsContentsContents
Contents 1
10 Introduction 1
11 The Western Ring Route 1
12 The Waterview Connection (The Project) 1
13 Description of Alignment (by Sector) 2 131 Sector 1 ndash Te Atatu Interchange 2 132 Sector 2 ndash Whau River 2 133 Sector 3 ndash Rosebank - Terrestrial 2 134 Sector 4 ndash Reclamation 2 135 Sector 5 ndash Great North Road Interchange 2 136 Sector 6 ndash Great North Road Interchange to St Lukes 3 137 Sector 7 ndash Great North Road Underpass 3 138 Sector 8 ndash Avondale Heights Tunnel 3 139 Sector 9 ndash Alan Wood Reserve 3
14 Overview of Vibration Assessment 4 141 Key Vibration Issues Construction 4 142 Key Vibration Issues Operation 5
20 Methodology 5
30 Vibration Criteria 6
31 Review of Vibration Standards 6
32 Other Reference Documents 7 321 Auckland City and Waitakere City District Plans 7 322 NZTA Environmental Plan 8 323 National Environmental Standards 8 324 Australian and New Zealand Environment Council (ANZEC) 8 325 Resource Management Act 1991 9
33 Project Criteria 9 331 Construction Vibration ndash Building Damage Risk DIN 4150-31999 10
3311 Practical application of DIN 4150-31999 11 332 Construction Vibration ndash Human Response BS 5228-22009 12 333 Operation Vibration ndash Building Damage Risk DIN 4150-31999 12 334 Operation Vibration ndash Human Response NS 8176E2005 12
40 Existing Environment 13
41 Ambient Vibration Survey 14 411 Survey Details 14 412 Identifying ambient vibration level 15
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
42 Survey Results 17
43 Summary of Ambient Vibration Survey 19
50 Construction Vibration 19
51 Key Construction Vibration Issues 19
52 Construction Noise and Vibration Management Plan (CNVMP) 21
53 Sensitive Receivers 21
54 Vibration Prediction 22 541 Data Sources 22 542 Prediction Methodology 23 543 Accuracy of Predictions 24 544 Site Testing 25 545 Transmission of Ground Vibration into Buildings 25
55 Special Construction Activities 26 551 Blasting Activities ndash Sectors 6 and 9 only 26 552 Tunnel Construction ndash Sector 8 only 27
5521 Roadheader Tunnelling Machine 28 5522 Excavator Tunnelling Operations 28
56 Risk of Vibration Effects by Sector 29 561 Sector 1 ndash Te Atatu Interchange 30 562 Sector 2 ndash Whau River 30 563 Sector 3 ndash Rosebank - Terrestrial 31 564 Sector 4 ndash Reclamation 31 565 Sector 5 ndash Great North Road Interchange 31 566 Sector 6 ndash SH16 to St Lukes 32 567 Sector 7 ndash Great North Road Underpass 33 568 Sector 8 ndash Avondale Heights Tunnel 33 569 Sector 9 ndash Alan Wood Reserve 34
57 Assessment of Effects ndash Construction Phase 35
60 Operation Vibration 35
61 Sensitive Receivers 35 611 Comments on Human Response to Vibration 36
62 Operation Vibration Criteria 36
63 Vibration Assessment 36 631 State Highway 20 Mt Roskill 37 632 Quarry Road Drury 38 633 Verification of NS 8176E2005 through comparison with ISO 2631-21989 40 634 Lyttelton and Wellington 42
6341 Tunnel Geology 42 6342 Measured Vibration Levels 43
64 Assessment of Effects ndash Operation Phase 43
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
70 Summary and Conclusions 44
AppendicesAppendicesAppendicesAppendices
Appendix A ndash Glossary of Terms
Appendix B ndash Project Sector Map
Appendix C ndash Vibration Standards Review Paper ndash J Whitlock 2010
Appendix D ndash References
Appendix E - Ambient Vibration Survey ndash Aerial Photographs of Locations
Appendix F ndash Ambient Vibration Survey ndash Survey Sheets
Appendix G ndash Supplementary Information on Prediction Methodologies
Appendix H ndash Collected Vibration Measurement Data with Regression Curves
Appendix I ndash Maps and Ambient Monitoring Results for Wellington and Lyttelton
Appendix J ndash Blasting Risk Diagrams ndash Sectors 6 and 9
Appendix K ndash Construction Noise and Vibration Management Plan (CNVMP)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 1 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
10 Introduction
11 The Western Ring Route
In 2009 the government identified roads of national significance (RoNS)1 and set priority for investment in
these as New Zealands most important transport routes The RoNS are critical to ensuring that users have
access to significant markets and areas of employment and economic growth
The Western Ring Route (WRR) is identified as a RoNS The WRR comprises the SH20 SH16 and SH18 motorway
corridors and once completed will consist of 48km of motorway linking Manukau Auckland Waitakere and
the North Shore
The strategic importance of the WRR is to provide an alternative route through the region to reduce
dependency on SH1 particularly through the Auckland Central Business District (CBD) and across the Auckland
Harbour Bridge The WRR will also provide for economic growth unlocking potential for development along its
length by improving trip reliability and access from the west to the south of the region and from the CBD to
the southern Auckland isthmus and airport
12 The Waterview Connection (The Project)
The Waterview Connection Project is the key project to complete the WRR providing for works on both State
Highway 16 (SH16) and State Highway 20 (SH20) to establish a high-quality motorway link that will deliver the
WRR as a RoNS
Completion of the Manukau and Mount Roskill Extension Projects on SH20 mean that this highway will extend
from Manukau in the south to New Windsor in the north terminating at an interchange with Maioro Street and
Sandringham Road Through the Waterview Connection Project (the Project) the NZTA proposes to designate
land and obtain resource consents in order to construct operate and maintain the motorway extension of
SH20 from Maioro Street (New Windsor) to connect with SH16 at the Great North Road Interchange (Waterview)
In addition the Project provides for work on SH16 This includes works to improve the resilience of the WRR
raising the causeway on SH16 between the Great North Road and Rosebank Interchanges which will respond to
historic subsidence of the causeway and ldquofuture proofrdquo it against sea level rise In addition the Project provides
for increased capacity on the SH16 corridor with additional lanes provided on the State Highway between the
St Lukes and Te Atatu Interchanges and works to improve the functioning and capacity of the Te Atatu
Interchange
The Project will be the largest roading project ever undertaken in New Zealand The Project includes
construction of new surface motorway tunnelling and works on the existing SH16 (Northwestern Motorway) as
well as a pedestrian cycle way that will connect between the Northwestern and SH20 pedestrian cycle ways
1 A Glossary of Terms is attached in Appendix AAppendix AAppendix AAppendix A
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 2 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
13 Description of Alignment (by Sector)
The Project Sector Diagram (attached in Appendix Appendix Appendix Appendix BBBB) provides an overview of the extent and works for the
Project Each Sector is summarised in the sections below
131 Sector 1 ndash Te Atatu Interchange
Sector 1 includes significant improvements to the Te Atatu Interchange including the enlargement and re-
configuring of off-ramps and on-ramps to accommodate additional lanes and to provide for bus shoulder and
priority for buses and other High Occupancy Vehicles
The Project involves the realignment of the eastbound on-ramp and the westbound off-ramp which will
require the removal of several dwellings In addition the new ramps will result in traffic moving closer to
sensitive receivers
132 Sector 2 ndash Whau River
Sector 2 includes the enlargement of the existing Whau River Bridge to accommodate additional lanes A
separate dedicated pedestrian cycle way bridge is also to be constructed alongside the enlarged Whau River
Bridge
133 Sector 3 ndash Rosebank - Terrestrial
Sector 3 of the Project involves works around the Rosebank Road Interchange
134 Sector 4 ndash Reclamation
Sector 4 involves the provision of two additional westbound lanes from the Great North Road Interchange to
the Rosebank Road Interchange and one additional eastbound lane from the Rosebank Road Interchange to the
Great North Road Interchange
135 Sector 5 ndash Great North Road Interchange
Sector 5 of the Project extends from the Waterview Park area and includes the ramps and alignment associated
with the connection of SH20 to SH16 (the Great North Road Interchange) Sector 5 provides motorway-to-
motorway connections for SH16 east of the Great North Road Interchange and SH20 while maintaining the
existing connections between Great North Road and SH16
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 3 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The SH20 alignment exits the tunnel in Waterview Park before splitting to the elevated ramp structures above
and connecting tofrom the existing SH16
The Project will require the removal of a number of dwellings on Waterbank Crescent Cowley Street Herdman
Street Great North Road between Cowley Street and Oakley Avenue
136 Sector 6 ndash Great North Road Interchange to St Lukes
One additional lane will be provided between the Great North Road Interchange and the St Lukes Interchange
(in the east) Works will be beneath the existing Carrington Road overbridge which is not altered by the
project
137 Sector 7 ndash Great North Road Underpass
From the Great North Road Interchange the Project will comprise two cut-and-cover tunnels beneath Great
North Road to connect to the northern portal of the Avondale Heights deep tunnel Great North Road traffic
will be rerouted slightly for a period of time
138 Sector 8 ndash Avondale Heights Tunnel
Sector 8 is in two lsquodeep tunnelsrsquo (one in each direction) from the cut-and-cover tunnel beneath Great North
Road through to the Alan Wood Reserve (adjacent to the Avondale Motor Park) The tunnel passes beneath
suburbs of Avondale Heights and Springleigh including the North Auckland Rail Line and New North Road
The depth of the tunnel crown will vary from approximately 7 metres below existing ground level at the
northern portal through 45 metres at the mid-point to around 14 metres at the southern portal
139 Sector 9 ndash Alan Wood Reserve
The alignment in Sector 9 south of the Avondale Heights Tunnel is at-grade alongside and overlapping the
existing land designated for rail (the Avondale Southdown Line Designation) for a length of around 900m
Richardson Road will be bridged across the State Highway and north-facing ramps will be built at the Maioro
Street Interchange to provide local traffic access to SH20 northbound An integrated roadrail corridor is
proposed to retain opportunity for the existing rail designation (albeit realigned) from the Maioro Street
Interchange to the southern tunnel portal in Alan Wood Reserve
The Project will also require the removal of a number of dwellings on Hendon Avenue and Valonia Street due
to the new SH20 alignment andor proposed rail corridor
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 4 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
14 Overview of Vibration Assessment
This vibration assessment addresses as part of the AEE the vibration effects of the two phases of the Project -
construction and operation Each phase of the Project will involve different vibration sources different work
durations different sensitivities and different effects
141 Key Vibration Issues Construction
The construction phase is the more crucial of the Projectrsquos two phases in terms of effects as vibration levels
produced by construction activities are typically higher and therefore more likely to be detected by local
receivers (especially residential) which may result in complaint Construction vibration will generally however
be of limited duration for any one receiver and there may be higher tolerance because the effects may be
balanced with the overall benefits the completed Project
The human perception limit for vibration is at least an order of magnitude below the limit for building damage
risk (refer Section 33 Project Criteria) This means that adverse human reaction to construction vibration ndash
borne out of residentsrsquo concerns over building damage ndash can often be expressed for activities generating
vibration levels which readily comply with the building damage thresholds
For this reason the focus of the construction vibration assessment is building damage and site-measurements
during the construction phase should focus on building damage Notwithstanding this the human response
aspect must be carefully managed through the use of management tools such as the Construction Noise and
Vibration Management Plan (CNVMP) a draft of which is attached in Appendix Appendix Appendix Appendix KKKK
The key vibration sources for the construction phase are anticipated to be
bull Blasting
bull Vibratory rollers for base course and road surfacing
bull Piling for bridge abutments diaphragm wall construction portal construction and retaining
bull Rockbreaking
bull Tunnelling equipment lsquoopen face excavationrsquo
bull Drilling
Construction activities are expected to affect buildings and building occupants in all Sectors except Sector 4
where the distances from vibration source to receiver are sufficiently large to effectively mitigate the effects
The Sectors in which vibration effects are most likely are those where operations are undertaken in close
proximity to sensitive receivers andor involve high-vibration activities (vibratory rollers piling and blasting)
eg Sectors 1 6 8 and 9
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 5 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
142 Key Vibration Issues Operation
The Projectrsquos operation phase contains less risk of adverse effects than the construction phase because the
vibration levels generated by traffic are significantly less than those generated by construction activities
During the operation phase more focus is given to human perception because any vibration effects will be
ongoing and will continue indefinitely as opposed to construction which has a limited timeframe
The existing ambient vibration survey (refer Section 41) involved measurements of existing (ie prior to
Project commencement) vibration levels in a number of dwellings Two of these dwellings are directly adjacent
to SH16 and when asked the occupants of these dwellings expressed no concern about current traffic
vibration
20 Methodology
The methodology for assessing the effects of vibration in relation to this Project can be divided into eight
broad steps
bull Reviewing the applicability of vibration standards (if any) currently applied by Auckland City Council
Waitakere City Council and Auckland Regional Council and standards used in similar projects
A review of vibration standards was commissioned by NZTA as a separate body of work (refer
Appendix Appendix Appendix Appendix CCCC) which has in turn been referenced by this Project assessment
bull Adopting relevant vibration standards to develop Project Criteria for vibration
bull Establishing through measurement the current ambient vibration conditions for receivers who may in
future be affected by vibration from the Project
bull Identifying those Project construction activities likely to generate significant vibration levels
bull Sourcing vibration data from historical measurements of sources relevant to the Project
bull Analysing the collected vibration data and using prediction models to calculate the lsquoground
attenuationrsquo between each construction source and lsquosensitive receiversrsquo (refer Appendix A for
definitions)
bull Assessing predicted vibration levels against the Project Criteria and identifying any sensitive receivers
that are at risk of criteria exceedance
bull Outlining mitigation options should any vibration levels be found to exceed the Project Criteria
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This report has been prepared for the benefit of the NZ Transport Agency (NZTA) No liability is accepted by
this company or any employee or sub-consultant of this company with respect to its use by any other person
This disclaimer shall apply notwithstanding that the report may be made available to other persons for an
application for permission or approval or to fulfil a legal requirement
Quality Assurance StatementQuality Assurance StatementQuality Assurance StatementQuality Assurance Statement
Prepared by James Whitlock Consultant [Marshall Day Acoustics
Ltd]
Reviewed by Peter J Millar Senior Geotechnical Engineer [Tonkin
and Taylor Ltd]
Approved for Issue bySiiri Wilkening Associate [Marshall Day
Acoustics Ltd]
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
ContentsContentsContentsContents
Contents 1
10 Introduction 1
11 The Western Ring Route 1
12 The Waterview Connection (The Project) 1
13 Description of Alignment (by Sector) 2 131 Sector 1 ndash Te Atatu Interchange 2 132 Sector 2 ndash Whau River 2 133 Sector 3 ndash Rosebank - Terrestrial 2 134 Sector 4 ndash Reclamation 2 135 Sector 5 ndash Great North Road Interchange 2 136 Sector 6 ndash Great North Road Interchange to St Lukes 3 137 Sector 7 ndash Great North Road Underpass 3 138 Sector 8 ndash Avondale Heights Tunnel 3 139 Sector 9 ndash Alan Wood Reserve 3
14 Overview of Vibration Assessment 4 141 Key Vibration Issues Construction 4 142 Key Vibration Issues Operation 5
20 Methodology 5
30 Vibration Criteria 6
31 Review of Vibration Standards 6
32 Other Reference Documents 7 321 Auckland City and Waitakere City District Plans 7 322 NZTA Environmental Plan 8 323 National Environmental Standards 8 324 Australian and New Zealand Environment Council (ANZEC) 8 325 Resource Management Act 1991 9
33 Project Criteria 9 331 Construction Vibration ndash Building Damage Risk DIN 4150-31999 10
3311 Practical application of DIN 4150-31999 11 332 Construction Vibration ndash Human Response BS 5228-22009 12 333 Operation Vibration ndash Building Damage Risk DIN 4150-31999 12 334 Operation Vibration ndash Human Response NS 8176E2005 12
40 Existing Environment 13
41 Ambient Vibration Survey 14 411 Survey Details 14 412 Identifying ambient vibration level 15
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
42 Survey Results 17
43 Summary of Ambient Vibration Survey 19
50 Construction Vibration 19
51 Key Construction Vibration Issues 19
52 Construction Noise and Vibration Management Plan (CNVMP) 21
53 Sensitive Receivers 21
54 Vibration Prediction 22 541 Data Sources 22 542 Prediction Methodology 23 543 Accuracy of Predictions 24 544 Site Testing 25 545 Transmission of Ground Vibration into Buildings 25
55 Special Construction Activities 26 551 Blasting Activities ndash Sectors 6 and 9 only 26 552 Tunnel Construction ndash Sector 8 only 27
5521 Roadheader Tunnelling Machine 28 5522 Excavator Tunnelling Operations 28
56 Risk of Vibration Effects by Sector 29 561 Sector 1 ndash Te Atatu Interchange 30 562 Sector 2 ndash Whau River 30 563 Sector 3 ndash Rosebank - Terrestrial 31 564 Sector 4 ndash Reclamation 31 565 Sector 5 ndash Great North Road Interchange 31 566 Sector 6 ndash SH16 to St Lukes 32 567 Sector 7 ndash Great North Road Underpass 33 568 Sector 8 ndash Avondale Heights Tunnel 33 569 Sector 9 ndash Alan Wood Reserve 34
57 Assessment of Effects ndash Construction Phase 35
60 Operation Vibration 35
61 Sensitive Receivers 35 611 Comments on Human Response to Vibration 36
62 Operation Vibration Criteria 36
63 Vibration Assessment 36 631 State Highway 20 Mt Roskill 37 632 Quarry Road Drury 38 633 Verification of NS 8176E2005 through comparison with ISO 2631-21989 40 634 Lyttelton and Wellington 42
6341 Tunnel Geology 42 6342 Measured Vibration Levels 43
64 Assessment of Effects ndash Operation Phase 43
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
70 Summary and Conclusions 44
AppendicesAppendicesAppendicesAppendices
Appendix A ndash Glossary of Terms
Appendix B ndash Project Sector Map
Appendix C ndash Vibration Standards Review Paper ndash J Whitlock 2010
Appendix D ndash References
Appendix E - Ambient Vibration Survey ndash Aerial Photographs of Locations
Appendix F ndash Ambient Vibration Survey ndash Survey Sheets
Appendix G ndash Supplementary Information on Prediction Methodologies
Appendix H ndash Collected Vibration Measurement Data with Regression Curves
Appendix I ndash Maps and Ambient Monitoring Results for Wellington and Lyttelton
Appendix J ndash Blasting Risk Diagrams ndash Sectors 6 and 9
Appendix K ndash Construction Noise and Vibration Management Plan (CNVMP)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 1 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
10 Introduction
11 The Western Ring Route
In 2009 the government identified roads of national significance (RoNS)1 and set priority for investment in
these as New Zealands most important transport routes The RoNS are critical to ensuring that users have
access to significant markets and areas of employment and economic growth
The Western Ring Route (WRR) is identified as a RoNS The WRR comprises the SH20 SH16 and SH18 motorway
corridors and once completed will consist of 48km of motorway linking Manukau Auckland Waitakere and
the North Shore
The strategic importance of the WRR is to provide an alternative route through the region to reduce
dependency on SH1 particularly through the Auckland Central Business District (CBD) and across the Auckland
Harbour Bridge The WRR will also provide for economic growth unlocking potential for development along its
length by improving trip reliability and access from the west to the south of the region and from the CBD to
the southern Auckland isthmus and airport
12 The Waterview Connection (The Project)
The Waterview Connection Project is the key project to complete the WRR providing for works on both State
Highway 16 (SH16) and State Highway 20 (SH20) to establish a high-quality motorway link that will deliver the
WRR as a RoNS
Completion of the Manukau and Mount Roskill Extension Projects on SH20 mean that this highway will extend
from Manukau in the south to New Windsor in the north terminating at an interchange with Maioro Street and
Sandringham Road Through the Waterview Connection Project (the Project) the NZTA proposes to designate
land and obtain resource consents in order to construct operate and maintain the motorway extension of
SH20 from Maioro Street (New Windsor) to connect with SH16 at the Great North Road Interchange (Waterview)
In addition the Project provides for work on SH16 This includes works to improve the resilience of the WRR
raising the causeway on SH16 between the Great North Road and Rosebank Interchanges which will respond to
historic subsidence of the causeway and ldquofuture proofrdquo it against sea level rise In addition the Project provides
for increased capacity on the SH16 corridor with additional lanes provided on the State Highway between the
St Lukes and Te Atatu Interchanges and works to improve the functioning and capacity of the Te Atatu
Interchange
The Project will be the largest roading project ever undertaken in New Zealand The Project includes
construction of new surface motorway tunnelling and works on the existing SH16 (Northwestern Motorway) as
well as a pedestrian cycle way that will connect between the Northwestern and SH20 pedestrian cycle ways
1 A Glossary of Terms is attached in Appendix AAppendix AAppendix AAppendix A
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 2 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
13 Description of Alignment (by Sector)
The Project Sector Diagram (attached in Appendix Appendix Appendix Appendix BBBB) provides an overview of the extent and works for the
Project Each Sector is summarised in the sections below
131 Sector 1 ndash Te Atatu Interchange
Sector 1 includes significant improvements to the Te Atatu Interchange including the enlargement and re-
configuring of off-ramps and on-ramps to accommodate additional lanes and to provide for bus shoulder and
priority for buses and other High Occupancy Vehicles
The Project involves the realignment of the eastbound on-ramp and the westbound off-ramp which will
require the removal of several dwellings In addition the new ramps will result in traffic moving closer to
sensitive receivers
132 Sector 2 ndash Whau River
Sector 2 includes the enlargement of the existing Whau River Bridge to accommodate additional lanes A
separate dedicated pedestrian cycle way bridge is also to be constructed alongside the enlarged Whau River
Bridge
133 Sector 3 ndash Rosebank - Terrestrial
Sector 3 of the Project involves works around the Rosebank Road Interchange
134 Sector 4 ndash Reclamation
Sector 4 involves the provision of two additional westbound lanes from the Great North Road Interchange to
the Rosebank Road Interchange and one additional eastbound lane from the Rosebank Road Interchange to the
Great North Road Interchange
135 Sector 5 ndash Great North Road Interchange
Sector 5 of the Project extends from the Waterview Park area and includes the ramps and alignment associated
with the connection of SH20 to SH16 (the Great North Road Interchange) Sector 5 provides motorway-to-
motorway connections for SH16 east of the Great North Road Interchange and SH20 while maintaining the
existing connections between Great North Road and SH16
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 3 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The SH20 alignment exits the tunnel in Waterview Park before splitting to the elevated ramp structures above
and connecting tofrom the existing SH16
The Project will require the removal of a number of dwellings on Waterbank Crescent Cowley Street Herdman
Street Great North Road between Cowley Street and Oakley Avenue
136 Sector 6 ndash Great North Road Interchange to St Lukes
One additional lane will be provided between the Great North Road Interchange and the St Lukes Interchange
(in the east) Works will be beneath the existing Carrington Road overbridge which is not altered by the
project
137 Sector 7 ndash Great North Road Underpass
From the Great North Road Interchange the Project will comprise two cut-and-cover tunnels beneath Great
North Road to connect to the northern portal of the Avondale Heights deep tunnel Great North Road traffic
will be rerouted slightly for a period of time
138 Sector 8 ndash Avondale Heights Tunnel
Sector 8 is in two lsquodeep tunnelsrsquo (one in each direction) from the cut-and-cover tunnel beneath Great North
Road through to the Alan Wood Reserve (adjacent to the Avondale Motor Park) The tunnel passes beneath
suburbs of Avondale Heights and Springleigh including the North Auckland Rail Line and New North Road
The depth of the tunnel crown will vary from approximately 7 metres below existing ground level at the
northern portal through 45 metres at the mid-point to around 14 metres at the southern portal
139 Sector 9 ndash Alan Wood Reserve
The alignment in Sector 9 south of the Avondale Heights Tunnel is at-grade alongside and overlapping the
existing land designated for rail (the Avondale Southdown Line Designation) for a length of around 900m
Richardson Road will be bridged across the State Highway and north-facing ramps will be built at the Maioro
Street Interchange to provide local traffic access to SH20 northbound An integrated roadrail corridor is
proposed to retain opportunity for the existing rail designation (albeit realigned) from the Maioro Street
Interchange to the southern tunnel portal in Alan Wood Reserve
The Project will also require the removal of a number of dwellings on Hendon Avenue and Valonia Street due
to the new SH20 alignment andor proposed rail corridor
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 4 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
14 Overview of Vibration Assessment
This vibration assessment addresses as part of the AEE the vibration effects of the two phases of the Project -
construction and operation Each phase of the Project will involve different vibration sources different work
durations different sensitivities and different effects
141 Key Vibration Issues Construction
The construction phase is the more crucial of the Projectrsquos two phases in terms of effects as vibration levels
produced by construction activities are typically higher and therefore more likely to be detected by local
receivers (especially residential) which may result in complaint Construction vibration will generally however
be of limited duration for any one receiver and there may be higher tolerance because the effects may be
balanced with the overall benefits the completed Project
The human perception limit for vibration is at least an order of magnitude below the limit for building damage
risk (refer Section 33 Project Criteria) This means that adverse human reaction to construction vibration ndash
borne out of residentsrsquo concerns over building damage ndash can often be expressed for activities generating
vibration levels which readily comply with the building damage thresholds
For this reason the focus of the construction vibration assessment is building damage and site-measurements
during the construction phase should focus on building damage Notwithstanding this the human response
aspect must be carefully managed through the use of management tools such as the Construction Noise and
Vibration Management Plan (CNVMP) a draft of which is attached in Appendix Appendix Appendix Appendix KKKK
The key vibration sources for the construction phase are anticipated to be
bull Blasting
bull Vibratory rollers for base course and road surfacing
bull Piling for bridge abutments diaphragm wall construction portal construction and retaining
bull Rockbreaking
bull Tunnelling equipment lsquoopen face excavationrsquo
bull Drilling
Construction activities are expected to affect buildings and building occupants in all Sectors except Sector 4
where the distances from vibration source to receiver are sufficiently large to effectively mitigate the effects
The Sectors in which vibration effects are most likely are those where operations are undertaken in close
proximity to sensitive receivers andor involve high-vibration activities (vibratory rollers piling and blasting)
eg Sectors 1 6 8 and 9
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 5 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
142 Key Vibration Issues Operation
The Projectrsquos operation phase contains less risk of adverse effects than the construction phase because the
vibration levels generated by traffic are significantly less than those generated by construction activities
During the operation phase more focus is given to human perception because any vibration effects will be
ongoing and will continue indefinitely as opposed to construction which has a limited timeframe
The existing ambient vibration survey (refer Section 41) involved measurements of existing (ie prior to
Project commencement) vibration levels in a number of dwellings Two of these dwellings are directly adjacent
to SH16 and when asked the occupants of these dwellings expressed no concern about current traffic
vibration
20 Methodology
The methodology for assessing the effects of vibration in relation to this Project can be divided into eight
broad steps
bull Reviewing the applicability of vibration standards (if any) currently applied by Auckland City Council
Waitakere City Council and Auckland Regional Council and standards used in similar projects
A review of vibration standards was commissioned by NZTA as a separate body of work (refer
Appendix Appendix Appendix Appendix CCCC) which has in turn been referenced by this Project assessment
bull Adopting relevant vibration standards to develop Project Criteria for vibration
bull Establishing through measurement the current ambient vibration conditions for receivers who may in
future be affected by vibration from the Project
bull Identifying those Project construction activities likely to generate significant vibration levels
bull Sourcing vibration data from historical measurements of sources relevant to the Project
bull Analysing the collected vibration data and using prediction models to calculate the lsquoground
attenuationrsquo between each construction source and lsquosensitive receiversrsquo (refer Appendix A for
definitions)
bull Assessing predicted vibration levels against the Project Criteria and identifying any sensitive receivers
that are at risk of criteria exceedance
bull Outlining mitigation options should any vibration levels be found to exceed the Project Criteria
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
ContentsContentsContentsContents
Contents 1
10 Introduction 1
11 The Western Ring Route 1
12 The Waterview Connection (The Project) 1
13 Description of Alignment (by Sector) 2 131 Sector 1 ndash Te Atatu Interchange 2 132 Sector 2 ndash Whau River 2 133 Sector 3 ndash Rosebank - Terrestrial 2 134 Sector 4 ndash Reclamation 2 135 Sector 5 ndash Great North Road Interchange 2 136 Sector 6 ndash Great North Road Interchange to St Lukes 3 137 Sector 7 ndash Great North Road Underpass 3 138 Sector 8 ndash Avondale Heights Tunnel 3 139 Sector 9 ndash Alan Wood Reserve 3
14 Overview of Vibration Assessment 4 141 Key Vibration Issues Construction 4 142 Key Vibration Issues Operation 5
20 Methodology 5
30 Vibration Criteria 6
31 Review of Vibration Standards 6
32 Other Reference Documents 7 321 Auckland City and Waitakere City District Plans 7 322 NZTA Environmental Plan 8 323 National Environmental Standards 8 324 Australian and New Zealand Environment Council (ANZEC) 8 325 Resource Management Act 1991 9
33 Project Criteria 9 331 Construction Vibration ndash Building Damage Risk DIN 4150-31999 10
3311 Practical application of DIN 4150-31999 11 332 Construction Vibration ndash Human Response BS 5228-22009 12 333 Operation Vibration ndash Building Damage Risk DIN 4150-31999 12 334 Operation Vibration ndash Human Response NS 8176E2005 12
40 Existing Environment 13
41 Ambient Vibration Survey 14 411 Survey Details 14 412 Identifying ambient vibration level 15
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
42 Survey Results 17
43 Summary of Ambient Vibration Survey 19
50 Construction Vibration 19
51 Key Construction Vibration Issues 19
52 Construction Noise and Vibration Management Plan (CNVMP) 21
53 Sensitive Receivers 21
54 Vibration Prediction 22 541 Data Sources 22 542 Prediction Methodology 23 543 Accuracy of Predictions 24 544 Site Testing 25 545 Transmission of Ground Vibration into Buildings 25
55 Special Construction Activities 26 551 Blasting Activities ndash Sectors 6 and 9 only 26 552 Tunnel Construction ndash Sector 8 only 27
5521 Roadheader Tunnelling Machine 28 5522 Excavator Tunnelling Operations 28
56 Risk of Vibration Effects by Sector 29 561 Sector 1 ndash Te Atatu Interchange 30 562 Sector 2 ndash Whau River 30 563 Sector 3 ndash Rosebank - Terrestrial 31 564 Sector 4 ndash Reclamation 31 565 Sector 5 ndash Great North Road Interchange 31 566 Sector 6 ndash SH16 to St Lukes 32 567 Sector 7 ndash Great North Road Underpass 33 568 Sector 8 ndash Avondale Heights Tunnel 33 569 Sector 9 ndash Alan Wood Reserve 34
57 Assessment of Effects ndash Construction Phase 35
60 Operation Vibration 35
61 Sensitive Receivers 35 611 Comments on Human Response to Vibration 36
62 Operation Vibration Criteria 36
63 Vibration Assessment 36 631 State Highway 20 Mt Roskill 37 632 Quarry Road Drury 38 633 Verification of NS 8176E2005 through comparison with ISO 2631-21989 40 634 Lyttelton and Wellington 42
6341 Tunnel Geology 42 6342 Measured Vibration Levels 43
64 Assessment of Effects ndash Operation Phase 43
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
70 Summary and Conclusions 44
AppendicesAppendicesAppendicesAppendices
Appendix A ndash Glossary of Terms
Appendix B ndash Project Sector Map
Appendix C ndash Vibration Standards Review Paper ndash J Whitlock 2010
Appendix D ndash References
Appendix E - Ambient Vibration Survey ndash Aerial Photographs of Locations
Appendix F ndash Ambient Vibration Survey ndash Survey Sheets
Appendix G ndash Supplementary Information on Prediction Methodologies
Appendix H ndash Collected Vibration Measurement Data with Regression Curves
Appendix I ndash Maps and Ambient Monitoring Results for Wellington and Lyttelton
Appendix J ndash Blasting Risk Diagrams ndash Sectors 6 and 9
Appendix K ndash Construction Noise and Vibration Management Plan (CNVMP)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 1 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
10 Introduction
11 The Western Ring Route
In 2009 the government identified roads of national significance (RoNS)1 and set priority for investment in
these as New Zealands most important transport routes The RoNS are critical to ensuring that users have
access to significant markets and areas of employment and economic growth
The Western Ring Route (WRR) is identified as a RoNS The WRR comprises the SH20 SH16 and SH18 motorway
corridors and once completed will consist of 48km of motorway linking Manukau Auckland Waitakere and
the North Shore
The strategic importance of the WRR is to provide an alternative route through the region to reduce
dependency on SH1 particularly through the Auckland Central Business District (CBD) and across the Auckland
Harbour Bridge The WRR will also provide for economic growth unlocking potential for development along its
length by improving trip reliability and access from the west to the south of the region and from the CBD to
the southern Auckland isthmus and airport
12 The Waterview Connection (The Project)
The Waterview Connection Project is the key project to complete the WRR providing for works on both State
Highway 16 (SH16) and State Highway 20 (SH20) to establish a high-quality motorway link that will deliver the
WRR as a RoNS
Completion of the Manukau and Mount Roskill Extension Projects on SH20 mean that this highway will extend
from Manukau in the south to New Windsor in the north terminating at an interchange with Maioro Street and
Sandringham Road Through the Waterview Connection Project (the Project) the NZTA proposes to designate
land and obtain resource consents in order to construct operate and maintain the motorway extension of
SH20 from Maioro Street (New Windsor) to connect with SH16 at the Great North Road Interchange (Waterview)
In addition the Project provides for work on SH16 This includes works to improve the resilience of the WRR
raising the causeway on SH16 between the Great North Road and Rosebank Interchanges which will respond to
historic subsidence of the causeway and ldquofuture proofrdquo it against sea level rise In addition the Project provides
for increased capacity on the SH16 corridor with additional lanes provided on the State Highway between the
St Lukes and Te Atatu Interchanges and works to improve the functioning and capacity of the Te Atatu
Interchange
The Project will be the largest roading project ever undertaken in New Zealand The Project includes
construction of new surface motorway tunnelling and works on the existing SH16 (Northwestern Motorway) as
well as a pedestrian cycle way that will connect between the Northwestern and SH20 pedestrian cycle ways
1 A Glossary of Terms is attached in Appendix AAppendix AAppendix AAppendix A
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 2 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
13 Description of Alignment (by Sector)
The Project Sector Diagram (attached in Appendix Appendix Appendix Appendix BBBB) provides an overview of the extent and works for the
Project Each Sector is summarised in the sections below
131 Sector 1 ndash Te Atatu Interchange
Sector 1 includes significant improvements to the Te Atatu Interchange including the enlargement and re-
configuring of off-ramps and on-ramps to accommodate additional lanes and to provide for bus shoulder and
priority for buses and other High Occupancy Vehicles
The Project involves the realignment of the eastbound on-ramp and the westbound off-ramp which will
require the removal of several dwellings In addition the new ramps will result in traffic moving closer to
sensitive receivers
132 Sector 2 ndash Whau River
Sector 2 includes the enlargement of the existing Whau River Bridge to accommodate additional lanes A
separate dedicated pedestrian cycle way bridge is also to be constructed alongside the enlarged Whau River
Bridge
133 Sector 3 ndash Rosebank - Terrestrial
Sector 3 of the Project involves works around the Rosebank Road Interchange
134 Sector 4 ndash Reclamation
Sector 4 involves the provision of two additional westbound lanes from the Great North Road Interchange to
the Rosebank Road Interchange and one additional eastbound lane from the Rosebank Road Interchange to the
Great North Road Interchange
135 Sector 5 ndash Great North Road Interchange
Sector 5 of the Project extends from the Waterview Park area and includes the ramps and alignment associated
with the connection of SH20 to SH16 (the Great North Road Interchange) Sector 5 provides motorway-to-
motorway connections for SH16 east of the Great North Road Interchange and SH20 while maintaining the
existing connections between Great North Road and SH16
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 3 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The SH20 alignment exits the tunnel in Waterview Park before splitting to the elevated ramp structures above
and connecting tofrom the existing SH16
The Project will require the removal of a number of dwellings on Waterbank Crescent Cowley Street Herdman
Street Great North Road between Cowley Street and Oakley Avenue
136 Sector 6 ndash Great North Road Interchange to St Lukes
One additional lane will be provided between the Great North Road Interchange and the St Lukes Interchange
(in the east) Works will be beneath the existing Carrington Road overbridge which is not altered by the
project
137 Sector 7 ndash Great North Road Underpass
From the Great North Road Interchange the Project will comprise two cut-and-cover tunnels beneath Great
North Road to connect to the northern portal of the Avondale Heights deep tunnel Great North Road traffic
will be rerouted slightly for a period of time
138 Sector 8 ndash Avondale Heights Tunnel
Sector 8 is in two lsquodeep tunnelsrsquo (one in each direction) from the cut-and-cover tunnel beneath Great North
Road through to the Alan Wood Reserve (adjacent to the Avondale Motor Park) The tunnel passes beneath
suburbs of Avondale Heights and Springleigh including the North Auckland Rail Line and New North Road
The depth of the tunnel crown will vary from approximately 7 metres below existing ground level at the
northern portal through 45 metres at the mid-point to around 14 metres at the southern portal
139 Sector 9 ndash Alan Wood Reserve
The alignment in Sector 9 south of the Avondale Heights Tunnel is at-grade alongside and overlapping the
existing land designated for rail (the Avondale Southdown Line Designation) for a length of around 900m
Richardson Road will be bridged across the State Highway and north-facing ramps will be built at the Maioro
Street Interchange to provide local traffic access to SH20 northbound An integrated roadrail corridor is
proposed to retain opportunity for the existing rail designation (albeit realigned) from the Maioro Street
Interchange to the southern tunnel portal in Alan Wood Reserve
The Project will also require the removal of a number of dwellings on Hendon Avenue and Valonia Street due
to the new SH20 alignment andor proposed rail corridor
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 4 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
14 Overview of Vibration Assessment
This vibration assessment addresses as part of the AEE the vibration effects of the two phases of the Project -
construction and operation Each phase of the Project will involve different vibration sources different work
durations different sensitivities and different effects
141 Key Vibration Issues Construction
The construction phase is the more crucial of the Projectrsquos two phases in terms of effects as vibration levels
produced by construction activities are typically higher and therefore more likely to be detected by local
receivers (especially residential) which may result in complaint Construction vibration will generally however
be of limited duration for any one receiver and there may be higher tolerance because the effects may be
balanced with the overall benefits the completed Project
The human perception limit for vibration is at least an order of magnitude below the limit for building damage
risk (refer Section 33 Project Criteria) This means that adverse human reaction to construction vibration ndash
borne out of residentsrsquo concerns over building damage ndash can often be expressed for activities generating
vibration levels which readily comply with the building damage thresholds
For this reason the focus of the construction vibration assessment is building damage and site-measurements
during the construction phase should focus on building damage Notwithstanding this the human response
aspect must be carefully managed through the use of management tools such as the Construction Noise and
Vibration Management Plan (CNVMP) a draft of which is attached in Appendix Appendix Appendix Appendix KKKK
The key vibration sources for the construction phase are anticipated to be
bull Blasting
bull Vibratory rollers for base course and road surfacing
bull Piling for bridge abutments diaphragm wall construction portal construction and retaining
bull Rockbreaking
bull Tunnelling equipment lsquoopen face excavationrsquo
bull Drilling
Construction activities are expected to affect buildings and building occupants in all Sectors except Sector 4
where the distances from vibration source to receiver are sufficiently large to effectively mitigate the effects
The Sectors in which vibration effects are most likely are those where operations are undertaken in close
proximity to sensitive receivers andor involve high-vibration activities (vibratory rollers piling and blasting)
eg Sectors 1 6 8 and 9
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 5 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
142 Key Vibration Issues Operation
The Projectrsquos operation phase contains less risk of adverse effects than the construction phase because the
vibration levels generated by traffic are significantly less than those generated by construction activities
During the operation phase more focus is given to human perception because any vibration effects will be
ongoing and will continue indefinitely as opposed to construction which has a limited timeframe
The existing ambient vibration survey (refer Section 41) involved measurements of existing (ie prior to
Project commencement) vibration levels in a number of dwellings Two of these dwellings are directly adjacent
to SH16 and when asked the occupants of these dwellings expressed no concern about current traffic
vibration
20 Methodology
The methodology for assessing the effects of vibration in relation to this Project can be divided into eight
broad steps
bull Reviewing the applicability of vibration standards (if any) currently applied by Auckland City Council
Waitakere City Council and Auckland Regional Council and standards used in similar projects
A review of vibration standards was commissioned by NZTA as a separate body of work (refer
Appendix Appendix Appendix Appendix CCCC) which has in turn been referenced by this Project assessment
bull Adopting relevant vibration standards to develop Project Criteria for vibration
bull Establishing through measurement the current ambient vibration conditions for receivers who may in
future be affected by vibration from the Project
bull Identifying those Project construction activities likely to generate significant vibration levels
bull Sourcing vibration data from historical measurements of sources relevant to the Project
bull Analysing the collected vibration data and using prediction models to calculate the lsquoground
attenuationrsquo between each construction source and lsquosensitive receiversrsquo (refer Appendix A for
definitions)
bull Assessing predicted vibration levels against the Project Criteria and identifying any sensitive receivers
that are at risk of criteria exceedance
bull Outlining mitigation options should any vibration levels be found to exceed the Project Criteria
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
42 Survey Results 17
43 Summary of Ambient Vibration Survey 19
50 Construction Vibration 19
51 Key Construction Vibration Issues 19
52 Construction Noise and Vibration Management Plan (CNVMP) 21
53 Sensitive Receivers 21
54 Vibration Prediction 22 541 Data Sources 22 542 Prediction Methodology 23 543 Accuracy of Predictions 24 544 Site Testing 25 545 Transmission of Ground Vibration into Buildings 25
55 Special Construction Activities 26 551 Blasting Activities ndash Sectors 6 and 9 only 26 552 Tunnel Construction ndash Sector 8 only 27
5521 Roadheader Tunnelling Machine 28 5522 Excavator Tunnelling Operations 28
56 Risk of Vibration Effects by Sector 29 561 Sector 1 ndash Te Atatu Interchange 30 562 Sector 2 ndash Whau River 30 563 Sector 3 ndash Rosebank - Terrestrial 31 564 Sector 4 ndash Reclamation 31 565 Sector 5 ndash Great North Road Interchange 31 566 Sector 6 ndash SH16 to St Lukes 32 567 Sector 7 ndash Great North Road Underpass 33 568 Sector 8 ndash Avondale Heights Tunnel 33 569 Sector 9 ndash Alan Wood Reserve 34
57 Assessment of Effects ndash Construction Phase 35
60 Operation Vibration 35
61 Sensitive Receivers 35 611 Comments on Human Response to Vibration 36
62 Operation Vibration Criteria 36
63 Vibration Assessment 36 631 State Highway 20 Mt Roskill 37 632 Quarry Road Drury 38 633 Verification of NS 8176E2005 through comparison with ISO 2631-21989 40 634 Lyttelton and Wellington 42
6341 Tunnel Geology 42 6342 Measured Vibration Levels 43
64 Assessment of Effects ndash Operation Phase 43
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
70 Summary and Conclusions 44
AppendicesAppendicesAppendicesAppendices
Appendix A ndash Glossary of Terms
Appendix B ndash Project Sector Map
Appendix C ndash Vibration Standards Review Paper ndash J Whitlock 2010
Appendix D ndash References
Appendix E - Ambient Vibration Survey ndash Aerial Photographs of Locations
Appendix F ndash Ambient Vibration Survey ndash Survey Sheets
Appendix G ndash Supplementary Information on Prediction Methodologies
Appendix H ndash Collected Vibration Measurement Data with Regression Curves
Appendix I ndash Maps and Ambient Monitoring Results for Wellington and Lyttelton
Appendix J ndash Blasting Risk Diagrams ndash Sectors 6 and 9
Appendix K ndash Construction Noise and Vibration Management Plan (CNVMP)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 1 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
10 Introduction
11 The Western Ring Route
In 2009 the government identified roads of national significance (RoNS)1 and set priority for investment in
these as New Zealands most important transport routes The RoNS are critical to ensuring that users have
access to significant markets and areas of employment and economic growth
The Western Ring Route (WRR) is identified as a RoNS The WRR comprises the SH20 SH16 and SH18 motorway
corridors and once completed will consist of 48km of motorway linking Manukau Auckland Waitakere and
the North Shore
The strategic importance of the WRR is to provide an alternative route through the region to reduce
dependency on SH1 particularly through the Auckland Central Business District (CBD) and across the Auckland
Harbour Bridge The WRR will also provide for economic growth unlocking potential for development along its
length by improving trip reliability and access from the west to the south of the region and from the CBD to
the southern Auckland isthmus and airport
12 The Waterview Connection (The Project)
The Waterview Connection Project is the key project to complete the WRR providing for works on both State
Highway 16 (SH16) and State Highway 20 (SH20) to establish a high-quality motorway link that will deliver the
WRR as a RoNS
Completion of the Manukau and Mount Roskill Extension Projects on SH20 mean that this highway will extend
from Manukau in the south to New Windsor in the north terminating at an interchange with Maioro Street and
Sandringham Road Through the Waterview Connection Project (the Project) the NZTA proposes to designate
land and obtain resource consents in order to construct operate and maintain the motorway extension of
SH20 from Maioro Street (New Windsor) to connect with SH16 at the Great North Road Interchange (Waterview)
In addition the Project provides for work on SH16 This includes works to improve the resilience of the WRR
raising the causeway on SH16 between the Great North Road and Rosebank Interchanges which will respond to
historic subsidence of the causeway and ldquofuture proofrdquo it against sea level rise In addition the Project provides
for increased capacity on the SH16 corridor with additional lanes provided on the State Highway between the
St Lukes and Te Atatu Interchanges and works to improve the functioning and capacity of the Te Atatu
Interchange
The Project will be the largest roading project ever undertaken in New Zealand The Project includes
construction of new surface motorway tunnelling and works on the existing SH16 (Northwestern Motorway) as
well as a pedestrian cycle way that will connect between the Northwestern and SH20 pedestrian cycle ways
1 A Glossary of Terms is attached in Appendix AAppendix AAppendix AAppendix A
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 2 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
13 Description of Alignment (by Sector)
The Project Sector Diagram (attached in Appendix Appendix Appendix Appendix BBBB) provides an overview of the extent and works for the
Project Each Sector is summarised in the sections below
131 Sector 1 ndash Te Atatu Interchange
Sector 1 includes significant improvements to the Te Atatu Interchange including the enlargement and re-
configuring of off-ramps and on-ramps to accommodate additional lanes and to provide for bus shoulder and
priority for buses and other High Occupancy Vehicles
The Project involves the realignment of the eastbound on-ramp and the westbound off-ramp which will
require the removal of several dwellings In addition the new ramps will result in traffic moving closer to
sensitive receivers
132 Sector 2 ndash Whau River
Sector 2 includes the enlargement of the existing Whau River Bridge to accommodate additional lanes A
separate dedicated pedestrian cycle way bridge is also to be constructed alongside the enlarged Whau River
Bridge
133 Sector 3 ndash Rosebank - Terrestrial
Sector 3 of the Project involves works around the Rosebank Road Interchange
134 Sector 4 ndash Reclamation
Sector 4 involves the provision of two additional westbound lanes from the Great North Road Interchange to
the Rosebank Road Interchange and one additional eastbound lane from the Rosebank Road Interchange to the
Great North Road Interchange
135 Sector 5 ndash Great North Road Interchange
Sector 5 of the Project extends from the Waterview Park area and includes the ramps and alignment associated
with the connection of SH20 to SH16 (the Great North Road Interchange) Sector 5 provides motorway-to-
motorway connections for SH16 east of the Great North Road Interchange and SH20 while maintaining the
existing connections between Great North Road and SH16
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 3 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The SH20 alignment exits the tunnel in Waterview Park before splitting to the elevated ramp structures above
and connecting tofrom the existing SH16
The Project will require the removal of a number of dwellings on Waterbank Crescent Cowley Street Herdman
Street Great North Road between Cowley Street and Oakley Avenue
136 Sector 6 ndash Great North Road Interchange to St Lukes
One additional lane will be provided between the Great North Road Interchange and the St Lukes Interchange
(in the east) Works will be beneath the existing Carrington Road overbridge which is not altered by the
project
137 Sector 7 ndash Great North Road Underpass
From the Great North Road Interchange the Project will comprise two cut-and-cover tunnels beneath Great
North Road to connect to the northern portal of the Avondale Heights deep tunnel Great North Road traffic
will be rerouted slightly for a period of time
138 Sector 8 ndash Avondale Heights Tunnel
Sector 8 is in two lsquodeep tunnelsrsquo (one in each direction) from the cut-and-cover tunnel beneath Great North
Road through to the Alan Wood Reserve (adjacent to the Avondale Motor Park) The tunnel passes beneath
suburbs of Avondale Heights and Springleigh including the North Auckland Rail Line and New North Road
The depth of the tunnel crown will vary from approximately 7 metres below existing ground level at the
northern portal through 45 metres at the mid-point to around 14 metres at the southern portal
139 Sector 9 ndash Alan Wood Reserve
The alignment in Sector 9 south of the Avondale Heights Tunnel is at-grade alongside and overlapping the
existing land designated for rail (the Avondale Southdown Line Designation) for a length of around 900m
Richardson Road will be bridged across the State Highway and north-facing ramps will be built at the Maioro
Street Interchange to provide local traffic access to SH20 northbound An integrated roadrail corridor is
proposed to retain opportunity for the existing rail designation (albeit realigned) from the Maioro Street
Interchange to the southern tunnel portal in Alan Wood Reserve
The Project will also require the removal of a number of dwellings on Hendon Avenue and Valonia Street due
to the new SH20 alignment andor proposed rail corridor
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 4 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
14 Overview of Vibration Assessment
This vibration assessment addresses as part of the AEE the vibration effects of the two phases of the Project -
construction and operation Each phase of the Project will involve different vibration sources different work
durations different sensitivities and different effects
141 Key Vibration Issues Construction
The construction phase is the more crucial of the Projectrsquos two phases in terms of effects as vibration levels
produced by construction activities are typically higher and therefore more likely to be detected by local
receivers (especially residential) which may result in complaint Construction vibration will generally however
be of limited duration for any one receiver and there may be higher tolerance because the effects may be
balanced with the overall benefits the completed Project
The human perception limit for vibration is at least an order of magnitude below the limit for building damage
risk (refer Section 33 Project Criteria) This means that adverse human reaction to construction vibration ndash
borne out of residentsrsquo concerns over building damage ndash can often be expressed for activities generating
vibration levels which readily comply with the building damage thresholds
For this reason the focus of the construction vibration assessment is building damage and site-measurements
during the construction phase should focus on building damage Notwithstanding this the human response
aspect must be carefully managed through the use of management tools such as the Construction Noise and
Vibration Management Plan (CNVMP) a draft of which is attached in Appendix Appendix Appendix Appendix KKKK
The key vibration sources for the construction phase are anticipated to be
bull Blasting
bull Vibratory rollers for base course and road surfacing
bull Piling for bridge abutments diaphragm wall construction portal construction and retaining
bull Rockbreaking
bull Tunnelling equipment lsquoopen face excavationrsquo
bull Drilling
Construction activities are expected to affect buildings and building occupants in all Sectors except Sector 4
where the distances from vibration source to receiver are sufficiently large to effectively mitigate the effects
The Sectors in which vibration effects are most likely are those where operations are undertaken in close
proximity to sensitive receivers andor involve high-vibration activities (vibratory rollers piling and blasting)
eg Sectors 1 6 8 and 9
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 5 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
142 Key Vibration Issues Operation
The Projectrsquos operation phase contains less risk of adverse effects than the construction phase because the
vibration levels generated by traffic are significantly less than those generated by construction activities
During the operation phase more focus is given to human perception because any vibration effects will be
ongoing and will continue indefinitely as opposed to construction which has a limited timeframe
The existing ambient vibration survey (refer Section 41) involved measurements of existing (ie prior to
Project commencement) vibration levels in a number of dwellings Two of these dwellings are directly adjacent
to SH16 and when asked the occupants of these dwellings expressed no concern about current traffic
vibration
20 Methodology
The methodology for assessing the effects of vibration in relation to this Project can be divided into eight
broad steps
bull Reviewing the applicability of vibration standards (if any) currently applied by Auckland City Council
Waitakere City Council and Auckland Regional Council and standards used in similar projects
A review of vibration standards was commissioned by NZTA as a separate body of work (refer
Appendix Appendix Appendix Appendix CCCC) which has in turn been referenced by this Project assessment
bull Adopting relevant vibration standards to develop Project Criteria for vibration
bull Establishing through measurement the current ambient vibration conditions for receivers who may in
future be affected by vibration from the Project
bull Identifying those Project construction activities likely to generate significant vibration levels
bull Sourcing vibration data from historical measurements of sources relevant to the Project
bull Analysing the collected vibration data and using prediction models to calculate the lsquoground
attenuationrsquo between each construction source and lsquosensitive receiversrsquo (refer Appendix A for
definitions)
bull Assessing predicted vibration levels against the Project Criteria and identifying any sensitive receivers
that are at risk of criteria exceedance
bull Outlining mitigation options should any vibration levels be found to exceed the Project Criteria
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
70 Summary and Conclusions 44
AppendicesAppendicesAppendicesAppendices
Appendix A ndash Glossary of Terms
Appendix B ndash Project Sector Map
Appendix C ndash Vibration Standards Review Paper ndash J Whitlock 2010
Appendix D ndash References
Appendix E - Ambient Vibration Survey ndash Aerial Photographs of Locations
Appendix F ndash Ambient Vibration Survey ndash Survey Sheets
Appendix G ndash Supplementary Information on Prediction Methodologies
Appendix H ndash Collected Vibration Measurement Data with Regression Curves
Appendix I ndash Maps and Ambient Monitoring Results for Wellington and Lyttelton
Appendix J ndash Blasting Risk Diagrams ndash Sectors 6 and 9
Appendix K ndash Construction Noise and Vibration Management Plan (CNVMP)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 1 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
10 Introduction
11 The Western Ring Route
In 2009 the government identified roads of national significance (RoNS)1 and set priority for investment in
these as New Zealands most important transport routes The RoNS are critical to ensuring that users have
access to significant markets and areas of employment and economic growth
The Western Ring Route (WRR) is identified as a RoNS The WRR comprises the SH20 SH16 and SH18 motorway
corridors and once completed will consist of 48km of motorway linking Manukau Auckland Waitakere and
the North Shore
The strategic importance of the WRR is to provide an alternative route through the region to reduce
dependency on SH1 particularly through the Auckland Central Business District (CBD) and across the Auckland
Harbour Bridge The WRR will also provide for economic growth unlocking potential for development along its
length by improving trip reliability and access from the west to the south of the region and from the CBD to
the southern Auckland isthmus and airport
12 The Waterview Connection (The Project)
The Waterview Connection Project is the key project to complete the WRR providing for works on both State
Highway 16 (SH16) and State Highway 20 (SH20) to establish a high-quality motorway link that will deliver the
WRR as a RoNS
Completion of the Manukau and Mount Roskill Extension Projects on SH20 mean that this highway will extend
from Manukau in the south to New Windsor in the north terminating at an interchange with Maioro Street and
Sandringham Road Through the Waterview Connection Project (the Project) the NZTA proposes to designate
land and obtain resource consents in order to construct operate and maintain the motorway extension of
SH20 from Maioro Street (New Windsor) to connect with SH16 at the Great North Road Interchange (Waterview)
In addition the Project provides for work on SH16 This includes works to improve the resilience of the WRR
raising the causeway on SH16 between the Great North Road and Rosebank Interchanges which will respond to
historic subsidence of the causeway and ldquofuture proofrdquo it against sea level rise In addition the Project provides
for increased capacity on the SH16 corridor with additional lanes provided on the State Highway between the
St Lukes and Te Atatu Interchanges and works to improve the functioning and capacity of the Te Atatu
Interchange
The Project will be the largest roading project ever undertaken in New Zealand The Project includes
construction of new surface motorway tunnelling and works on the existing SH16 (Northwestern Motorway) as
well as a pedestrian cycle way that will connect between the Northwestern and SH20 pedestrian cycle ways
1 A Glossary of Terms is attached in Appendix AAppendix AAppendix AAppendix A
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 2 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
13 Description of Alignment (by Sector)
The Project Sector Diagram (attached in Appendix Appendix Appendix Appendix BBBB) provides an overview of the extent and works for the
Project Each Sector is summarised in the sections below
131 Sector 1 ndash Te Atatu Interchange
Sector 1 includes significant improvements to the Te Atatu Interchange including the enlargement and re-
configuring of off-ramps and on-ramps to accommodate additional lanes and to provide for bus shoulder and
priority for buses and other High Occupancy Vehicles
The Project involves the realignment of the eastbound on-ramp and the westbound off-ramp which will
require the removal of several dwellings In addition the new ramps will result in traffic moving closer to
sensitive receivers
132 Sector 2 ndash Whau River
Sector 2 includes the enlargement of the existing Whau River Bridge to accommodate additional lanes A
separate dedicated pedestrian cycle way bridge is also to be constructed alongside the enlarged Whau River
Bridge
133 Sector 3 ndash Rosebank - Terrestrial
Sector 3 of the Project involves works around the Rosebank Road Interchange
134 Sector 4 ndash Reclamation
Sector 4 involves the provision of two additional westbound lanes from the Great North Road Interchange to
the Rosebank Road Interchange and one additional eastbound lane from the Rosebank Road Interchange to the
Great North Road Interchange
135 Sector 5 ndash Great North Road Interchange
Sector 5 of the Project extends from the Waterview Park area and includes the ramps and alignment associated
with the connection of SH20 to SH16 (the Great North Road Interchange) Sector 5 provides motorway-to-
motorway connections for SH16 east of the Great North Road Interchange and SH20 while maintaining the
existing connections between Great North Road and SH16
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 3 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The SH20 alignment exits the tunnel in Waterview Park before splitting to the elevated ramp structures above
and connecting tofrom the existing SH16
The Project will require the removal of a number of dwellings on Waterbank Crescent Cowley Street Herdman
Street Great North Road between Cowley Street and Oakley Avenue
136 Sector 6 ndash Great North Road Interchange to St Lukes
One additional lane will be provided between the Great North Road Interchange and the St Lukes Interchange
(in the east) Works will be beneath the existing Carrington Road overbridge which is not altered by the
project
137 Sector 7 ndash Great North Road Underpass
From the Great North Road Interchange the Project will comprise two cut-and-cover tunnels beneath Great
North Road to connect to the northern portal of the Avondale Heights deep tunnel Great North Road traffic
will be rerouted slightly for a period of time
138 Sector 8 ndash Avondale Heights Tunnel
Sector 8 is in two lsquodeep tunnelsrsquo (one in each direction) from the cut-and-cover tunnel beneath Great North
Road through to the Alan Wood Reserve (adjacent to the Avondale Motor Park) The tunnel passes beneath
suburbs of Avondale Heights and Springleigh including the North Auckland Rail Line and New North Road
The depth of the tunnel crown will vary from approximately 7 metres below existing ground level at the
northern portal through 45 metres at the mid-point to around 14 metres at the southern portal
139 Sector 9 ndash Alan Wood Reserve
The alignment in Sector 9 south of the Avondale Heights Tunnel is at-grade alongside and overlapping the
existing land designated for rail (the Avondale Southdown Line Designation) for a length of around 900m
Richardson Road will be bridged across the State Highway and north-facing ramps will be built at the Maioro
Street Interchange to provide local traffic access to SH20 northbound An integrated roadrail corridor is
proposed to retain opportunity for the existing rail designation (albeit realigned) from the Maioro Street
Interchange to the southern tunnel portal in Alan Wood Reserve
The Project will also require the removal of a number of dwellings on Hendon Avenue and Valonia Street due
to the new SH20 alignment andor proposed rail corridor
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 4 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
14 Overview of Vibration Assessment
This vibration assessment addresses as part of the AEE the vibration effects of the two phases of the Project -
construction and operation Each phase of the Project will involve different vibration sources different work
durations different sensitivities and different effects
141 Key Vibration Issues Construction
The construction phase is the more crucial of the Projectrsquos two phases in terms of effects as vibration levels
produced by construction activities are typically higher and therefore more likely to be detected by local
receivers (especially residential) which may result in complaint Construction vibration will generally however
be of limited duration for any one receiver and there may be higher tolerance because the effects may be
balanced with the overall benefits the completed Project
The human perception limit for vibration is at least an order of magnitude below the limit for building damage
risk (refer Section 33 Project Criteria) This means that adverse human reaction to construction vibration ndash
borne out of residentsrsquo concerns over building damage ndash can often be expressed for activities generating
vibration levels which readily comply with the building damage thresholds
For this reason the focus of the construction vibration assessment is building damage and site-measurements
during the construction phase should focus on building damage Notwithstanding this the human response
aspect must be carefully managed through the use of management tools such as the Construction Noise and
Vibration Management Plan (CNVMP) a draft of which is attached in Appendix Appendix Appendix Appendix KKKK
The key vibration sources for the construction phase are anticipated to be
bull Blasting
bull Vibratory rollers for base course and road surfacing
bull Piling for bridge abutments diaphragm wall construction portal construction and retaining
bull Rockbreaking
bull Tunnelling equipment lsquoopen face excavationrsquo
bull Drilling
Construction activities are expected to affect buildings and building occupants in all Sectors except Sector 4
where the distances from vibration source to receiver are sufficiently large to effectively mitigate the effects
The Sectors in which vibration effects are most likely are those where operations are undertaken in close
proximity to sensitive receivers andor involve high-vibration activities (vibratory rollers piling and blasting)
eg Sectors 1 6 8 and 9
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 5 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
142 Key Vibration Issues Operation
The Projectrsquos operation phase contains less risk of adverse effects than the construction phase because the
vibration levels generated by traffic are significantly less than those generated by construction activities
During the operation phase more focus is given to human perception because any vibration effects will be
ongoing and will continue indefinitely as opposed to construction which has a limited timeframe
The existing ambient vibration survey (refer Section 41) involved measurements of existing (ie prior to
Project commencement) vibration levels in a number of dwellings Two of these dwellings are directly adjacent
to SH16 and when asked the occupants of these dwellings expressed no concern about current traffic
vibration
20 Methodology
The methodology for assessing the effects of vibration in relation to this Project can be divided into eight
broad steps
bull Reviewing the applicability of vibration standards (if any) currently applied by Auckland City Council
Waitakere City Council and Auckland Regional Council and standards used in similar projects
A review of vibration standards was commissioned by NZTA as a separate body of work (refer
Appendix Appendix Appendix Appendix CCCC) which has in turn been referenced by this Project assessment
bull Adopting relevant vibration standards to develop Project Criteria for vibration
bull Establishing through measurement the current ambient vibration conditions for receivers who may in
future be affected by vibration from the Project
bull Identifying those Project construction activities likely to generate significant vibration levels
bull Sourcing vibration data from historical measurements of sources relevant to the Project
bull Analysing the collected vibration data and using prediction models to calculate the lsquoground
attenuationrsquo between each construction source and lsquosensitive receiversrsquo (refer Appendix A for
definitions)
bull Assessing predicted vibration levels against the Project Criteria and identifying any sensitive receivers
that are at risk of criteria exceedance
bull Outlining mitigation options should any vibration levels be found to exceed the Project Criteria
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 1 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
10 Introduction
11 The Western Ring Route
In 2009 the government identified roads of national significance (RoNS)1 and set priority for investment in
these as New Zealands most important transport routes The RoNS are critical to ensuring that users have
access to significant markets and areas of employment and economic growth
The Western Ring Route (WRR) is identified as a RoNS The WRR comprises the SH20 SH16 and SH18 motorway
corridors and once completed will consist of 48km of motorway linking Manukau Auckland Waitakere and
the North Shore
The strategic importance of the WRR is to provide an alternative route through the region to reduce
dependency on SH1 particularly through the Auckland Central Business District (CBD) and across the Auckland
Harbour Bridge The WRR will also provide for economic growth unlocking potential for development along its
length by improving trip reliability and access from the west to the south of the region and from the CBD to
the southern Auckland isthmus and airport
12 The Waterview Connection (The Project)
The Waterview Connection Project is the key project to complete the WRR providing for works on both State
Highway 16 (SH16) and State Highway 20 (SH20) to establish a high-quality motorway link that will deliver the
WRR as a RoNS
Completion of the Manukau and Mount Roskill Extension Projects on SH20 mean that this highway will extend
from Manukau in the south to New Windsor in the north terminating at an interchange with Maioro Street and
Sandringham Road Through the Waterview Connection Project (the Project) the NZTA proposes to designate
land and obtain resource consents in order to construct operate and maintain the motorway extension of
SH20 from Maioro Street (New Windsor) to connect with SH16 at the Great North Road Interchange (Waterview)
In addition the Project provides for work on SH16 This includes works to improve the resilience of the WRR
raising the causeway on SH16 between the Great North Road and Rosebank Interchanges which will respond to
historic subsidence of the causeway and ldquofuture proofrdquo it against sea level rise In addition the Project provides
for increased capacity on the SH16 corridor with additional lanes provided on the State Highway between the
St Lukes and Te Atatu Interchanges and works to improve the functioning and capacity of the Te Atatu
Interchange
The Project will be the largest roading project ever undertaken in New Zealand The Project includes
construction of new surface motorway tunnelling and works on the existing SH16 (Northwestern Motorway) as
well as a pedestrian cycle way that will connect between the Northwestern and SH20 pedestrian cycle ways
1 A Glossary of Terms is attached in Appendix AAppendix AAppendix AAppendix A
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 2 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
13 Description of Alignment (by Sector)
The Project Sector Diagram (attached in Appendix Appendix Appendix Appendix BBBB) provides an overview of the extent and works for the
Project Each Sector is summarised in the sections below
131 Sector 1 ndash Te Atatu Interchange
Sector 1 includes significant improvements to the Te Atatu Interchange including the enlargement and re-
configuring of off-ramps and on-ramps to accommodate additional lanes and to provide for bus shoulder and
priority for buses and other High Occupancy Vehicles
The Project involves the realignment of the eastbound on-ramp and the westbound off-ramp which will
require the removal of several dwellings In addition the new ramps will result in traffic moving closer to
sensitive receivers
132 Sector 2 ndash Whau River
Sector 2 includes the enlargement of the existing Whau River Bridge to accommodate additional lanes A
separate dedicated pedestrian cycle way bridge is also to be constructed alongside the enlarged Whau River
Bridge
133 Sector 3 ndash Rosebank - Terrestrial
Sector 3 of the Project involves works around the Rosebank Road Interchange
134 Sector 4 ndash Reclamation
Sector 4 involves the provision of two additional westbound lanes from the Great North Road Interchange to
the Rosebank Road Interchange and one additional eastbound lane from the Rosebank Road Interchange to the
Great North Road Interchange
135 Sector 5 ndash Great North Road Interchange
Sector 5 of the Project extends from the Waterview Park area and includes the ramps and alignment associated
with the connection of SH20 to SH16 (the Great North Road Interchange) Sector 5 provides motorway-to-
motorway connections for SH16 east of the Great North Road Interchange and SH20 while maintaining the
existing connections between Great North Road and SH16
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 3 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The SH20 alignment exits the tunnel in Waterview Park before splitting to the elevated ramp structures above
and connecting tofrom the existing SH16
The Project will require the removal of a number of dwellings on Waterbank Crescent Cowley Street Herdman
Street Great North Road between Cowley Street and Oakley Avenue
136 Sector 6 ndash Great North Road Interchange to St Lukes
One additional lane will be provided between the Great North Road Interchange and the St Lukes Interchange
(in the east) Works will be beneath the existing Carrington Road overbridge which is not altered by the
project
137 Sector 7 ndash Great North Road Underpass
From the Great North Road Interchange the Project will comprise two cut-and-cover tunnels beneath Great
North Road to connect to the northern portal of the Avondale Heights deep tunnel Great North Road traffic
will be rerouted slightly for a period of time
138 Sector 8 ndash Avondale Heights Tunnel
Sector 8 is in two lsquodeep tunnelsrsquo (one in each direction) from the cut-and-cover tunnel beneath Great North
Road through to the Alan Wood Reserve (adjacent to the Avondale Motor Park) The tunnel passes beneath
suburbs of Avondale Heights and Springleigh including the North Auckland Rail Line and New North Road
The depth of the tunnel crown will vary from approximately 7 metres below existing ground level at the
northern portal through 45 metres at the mid-point to around 14 metres at the southern portal
139 Sector 9 ndash Alan Wood Reserve
The alignment in Sector 9 south of the Avondale Heights Tunnel is at-grade alongside and overlapping the
existing land designated for rail (the Avondale Southdown Line Designation) for a length of around 900m
Richardson Road will be bridged across the State Highway and north-facing ramps will be built at the Maioro
Street Interchange to provide local traffic access to SH20 northbound An integrated roadrail corridor is
proposed to retain opportunity for the existing rail designation (albeit realigned) from the Maioro Street
Interchange to the southern tunnel portal in Alan Wood Reserve
The Project will also require the removal of a number of dwellings on Hendon Avenue and Valonia Street due
to the new SH20 alignment andor proposed rail corridor
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 4 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
14 Overview of Vibration Assessment
This vibration assessment addresses as part of the AEE the vibration effects of the two phases of the Project -
construction and operation Each phase of the Project will involve different vibration sources different work
durations different sensitivities and different effects
141 Key Vibration Issues Construction
The construction phase is the more crucial of the Projectrsquos two phases in terms of effects as vibration levels
produced by construction activities are typically higher and therefore more likely to be detected by local
receivers (especially residential) which may result in complaint Construction vibration will generally however
be of limited duration for any one receiver and there may be higher tolerance because the effects may be
balanced with the overall benefits the completed Project
The human perception limit for vibration is at least an order of magnitude below the limit for building damage
risk (refer Section 33 Project Criteria) This means that adverse human reaction to construction vibration ndash
borne out of residentsrsquo concerns over building damage ndash can often be expressed for activities generating
vibration levels which readily comply with the building damage thresholds
For this reason the focus of the construction vibration assessment is building damage and site-measurements
during the construction phase should focus on building damage Notwithstanding this the human response
aspect must be carefully managed through the use of management tools such as the Construction Noise and
Vibration Management Plan (CNVMP) a draft of which is attached in Appendix Appendix Appendix Appendix KKKK
The key vibration sources for the construction phase are anticipated to be
bull Blasting
bull Vibratory rollers for base course and road surfacing
bull Piling for bridge abutments diaphragm wall construction portal construction and retaining
bull Rockbreaking
bull Tunnelling equipment lsquoopen face excavationrsquo
bull Drilling
Construction activities are expected to affect buildings and building occupants in all Sectors except Sector 4
where the distances from vibration source to receiver are sufficiently large to effectively mitigate the effects
The Sectors in which vibration effects are most likely are those where operations are undertaken in close
proximity to sensitive receivers andor involve high-vibration activities (vibratory rollers piling and blasting)
eg Sectors 1 6 8 and 9
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 5 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
142 Key Vibration Issues Operation
The Projectrsquos operation phase contains less risk of adverse effects than the construction phase because the
vibration levels generated by traffic are significantly less than those generated by construction activities
During the operation phase more focus is given to human perception because any vibration effects will be
ongoing and will continue indefinitely as opposed to construction which has a limited timeframe
The existing ambient vibration survey (refer Section 41) involved measurements of existing (ie prior to
Project commencement) vibration levels in a number of dwellings Two of these dwellings are directly adjacent
to SH16 and when asked the occupants of these dwellings expressed no concern about current traffic
vibration
20 Methodology
The methodology for assessing the effects of vibration in relation to this Project can be divided into eight
broad steps
bull Reviewing the applicability of vibration standards (if any) currently applied by Auckland City Council
Waitakere City Council and Auckland Regional Council and standards used in similar projects
A review of vibration standards was commissioned by NZTA as a separate body of work (refer
Appendix Appendix Appendix Appendix CCCC) which has in turn been referenced by this Project assessment
bull Adopting relevant vibration standards to develop Project Criteria for vibration
bull Establishing through measurement the current ambient vibration conditions for receivers who may in
future be affected by vibration from the Project
bull Identifying those Project construction activities likely to generate significant vibration levels
bull Sourcing vibration data from historical measurements of sources relevant to the Project
bull Analysing the collected vibration data and using prediction models to calculate the lsquoground
attenuationrsquo between each construction source and lsquosensitive receiversrsquo (refer Appendix A for
definitions)
bull Assessing predicted vibration levels against the Project Criteria and identifying any sensitive receivers
that are at risk of criteria exceedance
bull Outlining mitigation options should any vibration levels be found to exceed the Project Criteria
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 2 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
13 Description of Alignment (by Sector)
The Project Sector Diagram (attached in Appendix Appendix Appendix Appendix BBBB) provides an overview of the extent and works for the
Project Each Sector is summarised in the sections below
131 Sector 1 ndash Te Atatu Interchange
Sector 1 includes significant improvements to the Te Atatu Interchange including the enlargement and re-
configuring of off-ramps and on-ramps to accommodate additional lanes and to provide for bus shoulder and
priority for buses and other High Occupancy Vehicles
The Project involves the realignment of the eastbound on-ramp and the westbound off-ramp which will
require the removal of several dwellings In addition the new ramps will result in traffic moving closer to
sensitive receivers
132 Sector 2 ndash Whau River
Sector 2 includes the enlargement of the existing Whau River Bridge to accommodate additional lanes A
separate dedicated pedestrian cycle way bridge is also to be constructed alongside the enlarged Whau River
Bridge
133 Sector 3 ndash Rosebank - Terrestrial
Sector 3 of the Project involves works around the Rosebank Road Interchange
134 Sector 4 ndash Reclamation
Sector 4 involves the provision of two additional westbound lanes from the Great North Road Interchange to
the Rosebank Road Interchange and one additional eastbound lane from the Rosebank Road Interchange to the
Great North Road Interchange
135 Sector 5 ndash Great North Road Interchange
Sector 5 of the Project extends from the Waterview Park area and includes the ramps and alignment associated
with the connection of SH20 to SH16 (the Great North Road Interchange) Sector 5 provides motorway-to-
motorway connections for SH16 east of the Great North Road Interchange and SH20 while maintaining the
existing connections between Great North Road and SH16
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 3 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The SH20 alignment exits the tunnel in Waterview Park before splitting to the elevated ramp structures above
and connecting tofrom the existing SH16
The Project will require the removal of a number of dwellings on Waterbank Crescent Cowley Street Herdman
Street Great North Road between Cowley Street and Oakley Avenue
136 Sector 6 ndash Great North Road Interchange to St Lukes
One additional lane will be provided between the Great North Road Interchange and the St Lukes Interchange
(in the east) Works will be beneath the existing Carrington Road overbridge which is not altered by the
project
137 Sector 7 ndash Great North Road Underpass
From the Great North Road Interchange the Project will comprise two cut-and-cover tunnels beneath Great
North Road to connect to the northern portal of the Avondale Heights deep tunnel Great North Road traffic
will be rerouted slightly for a period of time
138 Sector 8 ndash Avondale Heights Tunnel
Sector 8 is in two lsquodeep tunnelsrsquo (one in each direction) from the cut-and-cover tunnel beneath Great North
Road through to the Alan Wood Reserve (adjacent to the Avondale Motor Park) The tunnel passes beneath
suburbs of Avondale Heights and Springleigh including the North Auckland Rail Line and New North Road
The depth of the tunnel crown will vary from approximately 7 metres below existing ground level at the
northern portal through 45 metres at the mid-point to around 14 metres at the southern portal
139 Sector 9 ndash Alan Wood Reserve
The alignment in Sector 9 south of the Avondale Heights Tunnel is at-grade alongside and overlapping the
existing land designated for rail (the Avondale Southdown Line Designation) for a length of around 900m
Richardson Road will be bridged across the State Highway and north-facing ramps will be built at the Maioro
Street Interchange to provide local traffic access to SH20 northbound An integrated roadrail corridor is
proposed to retain opportunity for the existing rail designation (albeit realigned) from the Maioro Street
Interchange to the southern tunnel portal in Alan Wood Reserve
The Project will also require the removal of a number of dwellings on Hendon Avenue and Valonia Street due
to the new SH20 alignment andor proposed rail corridor
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 4 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
14 Overview of Vibration Assessment
This vibration assessment addresses as part of the AEE the vibration effects of the two phases of the Project -
construction and operation Each phase of the Project will involve different vibration sources different work
durations different sensitivities and different effects
141 Key Vibration Issues Construction
The construction phase is the more crucial of the Projectrsquos two phases in terms of effects as vibration levels
produced by construction activities are typically higher and therefore more likely to be detected by local
receivers (especially residential) which may result in complaint Construction vibration will generally however
be of limited duration for any one receiver and there may be higher tolerance because the effects may be
balanced with the overall benefits the completed Project
The human perception limit for vibration is at least an order of magnitude below the limit for building damage
risk (refer Section 33 Project Criteria) This means that adverse human reaction to construction vibration ndash
borne out of residentsrsquo concerns over building damage ndash can often be expressed for activities generating
vibration levels which readily comply with the building damage thresholds
For this reason the focus of the construction vibration assessment is building damage and site-measurements
during the construction phase should focus on building damage Notwithstanding this the human response
aspect must be carefully managed through the use of management tools such as the Construction Noise and
Vibration Management Plan (CNVMP) a draft of which is attached in Appendix Appendix Appendix Appendix KKKK
The key vibration sources for the construction phase are anticipated to be
bull Blasting
bull Vibratory rollers for base course and road surfacing
bull Piling for bridge abutments diaphragm wall construction portal construction and retaining
bull Rockbreaking
bull Tunnelling equipment lsquoopen face excavationrsquo
bull Drilling
Construction activities are expected to affect buildings and building occupants in all Sectors except Sector 4
where the distances from vibration source to receiver are sufficiently large to effectively mitigate the effects
The Sectors in which vibration effects are most likely are those where operations are undertaken in close
proximity to sensitive receivers andor involve high-vibration activities (vibratory rollers piling and blasting)
eg Sectors 1 6 8 and 9
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 5 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
142 Key Vibration Issues Operation
The Projectrsquos operation phase contains less risk of adverse effects than the construction phase because the
vibration levels generated by traffic are significantly less than those generated by construction activities
During the operation phase more focus is given to human perception because any vibration effects will be
ongoing and will continue indefinitely as opposed to construction which has a limited timeframe
The existing ambient vibration survey (refer Section 41) involved measurements of existing (ie prior to
Project commencement) vibration levels in a number of dwellings Two of these dwellings are directly adjacent
to SH16 and when asked the occupants of these dwellings expressed no concern about current traffic
vibration
20 Methodology
The methodology for assessing the effects of vibration in relation to this Project can be divided into eight
broad steps
bull Reviewing the applicability of vibration standards (if any) currently applied by Auckland City Council
Waitakere City Council and Auckland Regional Council and standards used in similar projects
A review of vibration standards was commissioned by NZTA as a separate body of work (refer
Appendix Appendix Appendix Appendix CCCC) which has in turn been referenced by this Project assessment
bull Adopting relevant vibration standards to develop Project Criteria for vibration
bull Establishing through measurement the current ambient vibration conditions for receivers who may in
future be affected by vibration from the Project
bull Identifying those Project construction activities likely to generate significant vibration levels
bull Sourcing vibration data from historical measurements of sources relevant to the Project
bull Analysing the collected vibration data and using prediction models to calculate the lsquoground
attenuationrsquo between each construction source and lsquosensitive receiversrsquo (refer Appendix A for
definitions)
bull Assessing predicted vibration levels against the Project Criteria and identifying any sensitive receivers
that are at risk of criteria exceedance
bull Outlining mitigation options should any vibration levels be found to exceed the Project Criteria
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 3 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The SH20 alignment exits the tunnel in Waterview Park before splitting to the elevated ramp structures above
and connecting tofrom the existing SH16
The Project will require the removal of a number of dwellings on Waterbank Crescent Cowley Street Herdman
Street Great North Road between Cowley Street and Oakley Avenue
136 Sector 6 ndash Great North Road Interchange to St Lukes
One additional lane will be provided between the Great North Road Interchange and the St Lukes Interchange
(in the east) Works will be beneath the existing Carrington Road overbridge which is not altered by the
project
137 Sector 7 ndash Great North Road Underpass
From the Great North Road Interchange the Project will comprise two cut-and-cover tunnels beneath Great
North Road to connect to the northern portal of the Avondale Heights deep tunnel Great North Road traffic
will be rerouted slightly for a period of time
138 Sector 8 ndash Avondale Heights Tunnel
Sector 8 is in two lsquodeep tunnelsrsquo (one in each direction) from the cut-and-cover tunnel beneath Great North
Road through to the Alan Wood Reserve (adjacent to the Avondale Motor Park) The tunnel passes beneath
suburbs of Avondale Heights and Springleigh including the North Auckland Rail Line and New North Road
The depth of the tunnel crown will vary from approximately 7 metres below existing ground level at the
northern portal through 45 metres at the mid-point to around 14 metres at the southern portal
139 Sector 9 ndash Alan Wood Reserve
The alignment in Sector 9 south of the Avondale Heights Tunnel is at-grade alongside and overlapping the
existing land designated for rail (the Avondale Southdown Line Designation) for a length of around 900m
Richardson Road will be bridged across the State Highway and north-facing ramps will be built at the Maioro
Street Interchange to provide local traffic access to SH20 northbound An integrated roadrail corridor is
proposed to retain opportunity for the existing rail designation (albeit realigned) from the Maioro Street
Interchange to the southern tunnel portal in Alan Wood Reserve
The Project will also require the removal of a number of dwellings on Hendon Avenue and Valonia Street due
to the new SH20 alignment andor proposed rail corridor
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 4 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
14 Overview of Vibration Assessment
This vibration assessment addresses as part of the AEE the vibration effects of the two phases of the Project -
construction and operation Each phase of the Project will involve different vibration sources different work
durations different sensitivities and different effects
141 Key Vibration Issues Construction
The construction phase is the more crucial of the Projectrsquos two phases in terms of effects as vibration levels
produced by construction activities are typically higher and therefore more likely to be detected by local
receivers (especially residential) which may result in complaint Construction vibration will generally however
be of limited duration for any one receiver and there may be higher tolerance because the effects may be
balanced with the overall benefits the completed Project
The human perception limit for vibration is at least an order of magnitude below the limit for building damage
risk (refer Section 33 Project Criteria) This means that adverse human reaction to construction vibration ndash
borne out of residentsrsquo concerns over building damage ndash can often be expressed for activities generating
vibration levels which readily comply with the building damage thresholds
For this reason the focus of the construction vibration assessment is building damage and site-measurements
during the construction phase should focus on building damage Notwithstanding this the human response
aspect must be carefully managed through the use of management tools such as the Construction Noise and
Vibration Management Plan (CNVMP) a draft of which is attached in Appendix Appendix Appendix Appendix KKKK
The key vibration sources for the construction phase are anticipated to be
bull Blasting
bull Vibratory rollers for base course and road surfacing
bull Piling for bridge abutments diaphragm wall construction portal construction and retaining
bull Rockbreaking
bull Tunnelling equipment lsquoopen face excavationrsquo
bull Drilling
Construction activities are expected to affect buildings and building occupants in all Sectors except Sector 4
where the distances from vibration source to receiver are sufficiently large to effectively mitigate the effects
The Sectors in which vibration effects are most likely are those where operations are undertaken in close
proximity to sensitive receivers andor involve high-vibration activities (vibratory rollers piling and blasting)
eg Sectors 1 6 8 and 9
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 5 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
142 Key Vibration Issues Operation
The Projectrsquos operation phase contains less risk of adverse effects than the construction phase because the
vibration levels generated by traffic are significantly less than those generated by construction activities
During the operation phase more focus is given to human perception because any vibration effects will be
ongoing and will continue indefinitely as opposed to construction which has a limited timeframe
The existing ambient vibration survey (refer Section 41) involved measurements of existing (ie prior to
Project commencement) vibration levels in a number of dwellings Two of these dwellings are directly adjacent
to SH16 and when asked the occupants of these dwellings expressed no concern about current traffic
vibration
20 Methodology
The methodology for assessing the effects of vibration in relation to this Project can be divided into eight
broad steps
bull Reviewing the applicability of vibration standards (if any) currently applied by Auckland City Council
Waitakere City Council and Auckland Regional Council and standards used in similar projects
A review of vibration standards was commissioned by NZTA as a separate body of work (refer
Appendix Appendix Appendix Appendix CCCC) which has in turn been referenced by this Project assessment
bull Adopting relevant vibration standards to develop Project Criteria for vibration
bull Establishing through measurement the current ambient vibration conditions for receivers who may in
future be affected by vibration from the Project
bull Identifying those Project construction activities likely to generate significant vibration levels
bull Sourcing vibration data from historical measurements of sources relevant to the Project
bull Analysing the collected vibration data and using prediction models to calculate the lsquoground
attenuationrsquo between each construction source and lsquosensitive receiversrsquo (refer Appendix A for
definitions)
bull Assessing predicted vibration levels against the Project Criteria and identifying any sensitive receivers
that are at risk of criteria exceedance
bull Outlining mitigation options should any vibration levels be found to exceed the Project Criteria
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 4 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
14 Overview of Vibration Assessment
This vibration assessment addresses as part of the AEE the vibration effects of the two phases of the Project -
construction and operation Each phase of the Project will involve different vibration sources different work
durations different sensitivities and different effects
141 Key Vibration Issues Construction
The construction phase is the more crucial of the Projectrsquos two phases in terms of effects as vibration levels
produced by construction activities are typically higher and therefore more likely to be detected by local
receivers (especially residential) which may result in complaint Construction vibration will generally however
be of limited duration for any one receiver and there may be higher tolerance because the effects may be
balanced with the overall benefits the completed Project
The human perception limit for vibration is at least an order of magnitude below the limit for building damage
risk (refer Section 33 Project Criteria) This means that adverse human reaction to construction vibration ndash
borne out of residentsrsquo concerns over building damage ndash can often be expressed for activities generating
vibration levels which readily comply with the building damage thresholds
For this reason the focus of the construction vibration assessment is building damage and site-measurements
during the construction phase should focus on building damage Notwithstanding this the human response
aspect must be carefully managed through the use of management tools such as the Construction Noise and
Vibration Management Plan (CNVMP) a draft of which is attached in Appendix Appendix Appendix Appendix KKKK
The key vibration sources for the construction phase are anticipated to be
bull Blasting
bull Vibratory rollers for base course and road surfacing
bull Piling for bridge abutments diaphragm wall construction portal construction and retaining
bull Rockbreaking
bull Tunnelling equipment lsquoopen face excavationrsquo
bull Drilling
Construction activities are expected to affect buildings and building occupants in all Sectors except Sector 4
where the distances from vibration source to receiver are sufficiently large to effectively mitigate the effects
The Sectors in which vibration effects are most likely are those where operations are undertaken in close
proximity to sensitive receivers andor involve high-vibration activities (vibratory rollers piling and blasting)
eg Sectors 1 6 8 and 9
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 5 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
142 Key Vibration Issues Operation
The Projectrsquos operation phase contains less risk of adverse effects than the construction phase because the
vibration levels generated by traffic are significantly less than those generated by construction activities
During the operation phase more focus is given to human perception because any vibration effects will be
ongoing and will continue indefinitely as opposed to construction which has a limited timeframe
The existing ambient vibration survey (refer Section 41) involved measurements of existing (ie prior to
Project commencement) vibration levels in a number of dwellings Two of these dwellings are directly adjacent
to SH16 and when asked the occupants of these dwellings expressed no concern about current traffic
vibration
20 Methodology
The methodology for assessing the effects of vibration in relation to this Project can be divided into eight
broad steps
bull Reviewing the applicability of vibration standards (if any) currently applied by Auckland City Council
Waitakere City Council and Auckland Regional Council and standards used in similar projects
A review of vibration standards was commissioned by NZTA as a separate body of work (refer
Appendix Appendix Appendix Appendix CCCC) which has in turn been referenced by this Project assessment
bull Adopting relevant vibration standards to develop Project Criteria for vibration
bull Establishing through measurement the current ambient vibration conditions for receivers who may in
future be affected by vibration from the Project
bull Identifying those Project construction activities likely to generate significant vibration levels
bull Sourcing vibration data from historical measurements of sources relevant to the Project
bull Analysing the collected vibration data and using prediction models to calculate the lsquoground
attenuationrsquo between each construction source and lsquosensitive receiversrsquo (refer Appendix A for
definitions)
bull Assessing predicted vibration levels against the Project Criteria and identifying any sensitive receivers
that are at risk of criteria exceedance
bull Outlining mitigation options should any vibration levels be found to exceed the Project Criteria
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 5 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
142 Key Vibration Issues Operation
The Projectrsquos operation phase contains less risk of adverse effects than the construction phase because the
vibration levels generated by traffic are significantly less than those generated by construction activities
During the operation phase more focus is given to human perception because any vibration effects will be
ongoing and will continue indefinitely as opposed to construction which has a limited timeframe
The existing ambient vibration survey (refer Section 41) involved measurements of existing (ie prior to
Project commencement) vibration levels in a number of dwellings Two of these dwellings are directly adjacent
to SH16 and when asked the occupants of these dwellings expressed no concern about current traffic
vibration
20 Methodology
The methodology for assessing the effects of vibration in relation to this Project can be divided into eight
broad steps
bull Reviewing the applicability of vibration standards (if any) currently applied by Auckland City Council
Waitakere City Council and Auckland Regional Council and standards used in similar projects
A review of vibration standards was commissioned by NZTA as a separate body of work (refer
Appendix Appendix Appendix Appendix CCCC) which has in turn been referenced by this Project assessment
bull Adopting relevant vibration standards to develop Project Criteria for vibration
bull Establishing through measurement the current ambient vibration conditions for receivers who may in
future be affected by vibration from the Project
bull Identifying those Project construction activities likely to generate significant vibration levels
bull Sourcing vibration data from historical measurements of sources relevant to the Project
bull Analysing the collected vibration data and using prediction models to calculate the lsquoground
attenuationrsquo between each construction source and lsquosensitive receiversrsquo (refer Appendix A for
definitions)
bull Assessing predicted vibration levels against the Project Criteria and identifying any sensitive receivers
that are at risk of criteria exceedance
bull Outlining mitigation options should any vibration levels be found to exceed the Project Criteria
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 6 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
30 Vibration Criteria
The scale and significance of this Project demands the adoption of widely accepted vibration criteria to assess
environmental vibration effects
Two aspects of vibration effects are considered the potential for damage to buildings and the human
response to vibration Both of these effects must be considered for each of the construction and operation
phases of the Project however the risk of each effect differs by phase
The risk of building damage exists primarily during the Projectrsquos construction phase because operation
vibration from motorway traffic is expected to be well below damage thresholds (refer Section 4) The risk of
human perception issues (eg discomfort sleep disturbance loss of amenity) is most significant in the
operation phase because of the ongoing nature of vibration from the completed motorway
Whilst vibration levels produced by construction may be higher than those produced by operation construction
effects have a finite timeframe and with effective management (through the implementation of management
plans etc) the effects can be mitigated Moreover the primary concern of receivers during construction is
generally of damage to their buildings which is addressed by building damage standards rather than human
response standards
31 Review of Vibration Standards
There are no current New Zealand standards specifically relating to construction or traffic vibration
The New Zealand Standards authority did have a human response standard (NZSISO 2631-21989 ldquoEvaluation
of human exposure to whole-body vibration ndash Part 2 Continuous and shock-induced vibration in buildings (1
to 80 Hz)rdquo) until it was withdrawn in April 2005 This Standard was identical to the International Standard ISO
2631-21989 which was superseded in 2003 by an informative-only standard (ie it contained no vibration
criteria) Consequently Standards New Zealand withdrew NZSISO 2631-21989 and all related vibration
standards in the NZSISO 2631 series
Since this time however the ISO 2631-21989 Standard has continued to be implemented in New Zealand
For example the District Plans of both Auckland City and Waitakere City as well as the NZTA Environmental
Plan reference it However for the purposes of this Project to ensure the assessment of effects is robust and
fit-for-purpose the adoption of a superseded (ISO 2631-21989) or withdrawn (NZSISO 2631-21989)
standard is not considered appropriate
Accordingly a comprehensive review of international vibration standards and their adoption for use in New
Zealand has been conducted by the author of this assessment This review is contained in the research paper
by J Whitlock entitled ldquoA Review of the Adoption of International Vibration Standards in New Zealandrdquo (2010)
which has been commissioned by NZTA to inform future policy on vibration The paper is attached in
Appendix C
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 7 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
In the research paper a number of international standards are identified and assessed in detail The paperrsquos
primary focus is on human response standards due to the situation with ISO 2631-21999 However a range
of building damage standards are also reviewed and discussed
The outcomes of the Whitlock study have been used to inform the vibration criteria adopted for use in the
Project Accordingly three vibration standards have been adopted for use in the Project Criteria as follows
bull German Standard DIN 4150-31999 ldquoStructural Vibration - Part 3 Effects of Vibration on Structuresrdquo
bull Norwegian Standard NS 8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings
from landbased transport and guidance to evaluation of its effects on human beingsrdquo
bull British Standard BS 5228-22009 ldquoCode of practice for noise and vibration control on construction and
open sites ndash Part 2 Vibrationrdquo ndash Appendix B
Validation of the selection of each standard and details and discussion of criteria contained therein are covered
in Whitlock 2010 (see Appendix C)
To summarise DIN 4150-31999 has been selected because it is the status quo for building damage risk
assessments from any vibration source and there is no known reason to replace it NS 8176E2005
specifically addresses transportation vibration and has been successfully used in New Zealand in the past so
has been selected to replace the defunct ISO 2631-21989 Appendix B of BS 5228-22009 contains human
response criteria for construction activities and unlike other human response standards utilises the most
practical unit of measurement ndash peak particle velocity (PPV) Refer Appendix A for a Glossary of Terms
The Project Criteria are discussed in greater detail in Section 33 below
32 Other Reference Documents
In addition to the standards discussed in Section 31 above a number of other references were reviewed for
this assessment including authority recommendations case studies and calculation methods The most
salient references are outlined in the following sections A complete list of references is given in Appendix Appendix Appendix Appendix DDDD
321 Auckland City and Waitakere City District Plans
The Auckland City and Waitakere City District Plans reference ISO 2631-21989 and DIN 4150-3 (both the
older 1986 and the current 1999 versions) Further details of these standards are addressed in Whitlock
2010 (Appendix C) but to summarise
ISO 2631-21989 is referenced in
Auckland City District Plan ndash Isthmus Section sections 8816 8839 and 88109
Auckland City District Plan ndash Central Area Section sections 7651
Waitakere City District Plan rules 141 (Living Environment) and 101 (Working Environment)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 8 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The earlier 1986 version of DIN 4150-3 is referenced in
Auckland City District Plan ndash Isthmus Section section 8827 Noise and Vibration arising from Blasting
Auckland City District Plan ndash Central Area Section section 7652 Noise and Vibration arising from
explosive blasting or pile driving
Waitakere City District Plan ndash rule 13(c) Blasting in quarry areas
The current 1999 version in referenced in
Auckland City District Plan ndash Hauraki Gulf Islands Section (Proposed 2006) section 463 Noise and
vibration from blasting or pile driving for construction activities (1999 version)
Whilst not all the above District Plan sections are directly applicable to the Project the list serves to establish
the existing usage of the DIN and ISO Standards
322 NZTA Environmental Plan
Section 212 of the NZTA Environmental Plan addresses vibration effects of State Highways and the
construction and maintenance thereof It recommends methods for assessing and addressing vibration
effects with references to NZTA Planning Policy Manual (SPM001) and State Highway Control Manual
(SM012)
Of particular note are the Environmental Planrsquos references to the following vibration standards in the lsquotoolkitrsquo
NZISO 2631-21989
AS 2670-21990
DIN 4150-31999 and
NS 8176E2005
323 National Environmental Standards
Whilst there is no National Environmental Standard (NES) to control noise and vibration from construction
works or traffic operation it is noted that the NES for Electricity Transmission Activities contains reference to
DIN 4150-31999 in clause 373 in relation to vibration control of construction activities relating to existing
transmission lines
324 Australian and New Zealand Environment Council (ANZEC)
In September 1990 the Australian and New Zealand Environment Council (ANZEC) issued a document titled
ldquoTechnical Basis for Guidelines to Minimise Annoyance due to Blasting Overpressure and Ground Vibrationrdquo
The document is a succinct paper that outlines vibration level timing and blast frequency criteria to ldquominimise
annoyance and discomfort to persons at noise sensitive sites (eg residences hospitals schools etc) caused by
blastingrdquo It is understood to be widely referenced for roading projects in Australia
The ANZEC vibration criteria are in line with the statistical application of DIN 4150-31999 (refer Section
3331 below) ie PPV 5 mms for 95 of blasts in 12 months with an absolute limit of 10 mms It states
that PPV values less than 1 mms are generally achieved (at quarry sites) and recommends a PPV of 2 mms as
the lsquolong term regulatory goalrsquo This recommendation is based on achieving 95 compliance with 5 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 9 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
325 Resource Management Act 1991
Section 2 ldquoInterpretationrdquo of The Resource Management Act 1991 (RMA) states that ldquonoise includes vibrationrdquo
therefore the following sections are directly applicable to vibration
ldquo16161616 Duty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noiseDuty to avoid unreasonable noise
(1) Every occupier of land (including any premises and any coastal marine area) and every
person carrying out an activity in on or under a water body or the coastal marine area
shall adopt the best practicable option to ensure that the emission of noise from that land
or water does not exceed a reasonable level
(2) A national environmental standard plan or resource consent made or granted for the
purposes of any of sections 9 12 13 14 15 15A and 15B may prescribe noise emission
standards and is not limited in its ability to do so by subsection (1)
17171717 Duty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate advDuty to avoid remedy or mitigate adverse effectserse effectserse effectserse effects
(1) Every person has a duty to avoid remedy or mitigate any adverse effect on the
environment arising from an activity carried on by or on behalf of the person whether or
not the activity is carried on in accordance withmdash
(a) any of sections 10 10A 10B and 20A or
(b) a national environmental standard a rule a resource consent or a designation
(2) The duty referred to in subsection (1) is not of itself enforceable against any person and
no person is liable to any other person for a breach of that duty
(3) Notwithstanding subsection (2) an enforcement order or abatement notice may be made
or served under Part 12 tomdash
(a) require a person to cease or prohibit a person from commencing anything that
in the opinion of the Environment Court or an enforcement officer is or is likely
to be noxious dangerous offensive or objectionable to such an extent that it
has or is likely to have an adverse effect on the environment or
(b) require a person to do something that in the opinion of the Environment Court
or an enforcement officer is necessary in order to avoid remedy or mitigate
any actual or likely adverse effect on the environment caused by or on behalf
of that person
(4) Subsection (3) is subject to section 319(2) (which specifies when an Environment Court
shall not make an enforcement order)rdquo
It is considered that adoption prediction and assessment of vibration effects according to the Project Criteria
satisfy the requirements of the RMA in relation to the assessment of such effects
33 Project Criteria
The recommended Project Criteria are as follows
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 10 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
331 Construction Vibration ndash Building Damage Risk DIN 4150-31999
The German Standard DIN 4150-31999 is widely applied in New Zealand and is referenced in the Auckland
City and Waitakere City District Plans in relation to blasting It should be noted that its criteria (expressed as
peak particle velocities (PPV) ndash refer Appendix A) are intended to avoid superficial damage to buildings The
criteria are well below the level at which damage to building foundations could occur for which significantly
greater limits would be applied A summary of the criteria are given in Table 31 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 11 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150Table 31 Summary of Building Damage criteria in DIN 4150----31999319993199931999
ShortShortShortShort----termtermtermterm vibration vibration vibration vibration LongLongLongLong----term term term term
vibrationvibrationvibrationvibration
PPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency ofPPV at the foundation at a frequency of
Type of structureType of structureType of structureType of structure
1 1 1 1 ----
10Hz10Hz10Hz10Hz
(mms)(mms)(mms)(mms)
1 1 1 1 ---- 50 50 50 50
HzHzHzHz
(mms)(mms)(mms)(mms)
50 50 50 50 ---- 100 Hz 100 Hz 100 Hz 100 Hz
(mms)(mms)(mms)(mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
PPV at horizPPV at horizPPV at horizPPV at horizontalontalontalontal
plane of highest plane of highest plane of highest plane of highest
floorfloorfloorfloor (mms) (mms) (mms) (mms)
CommercialIndustrial 20 20 ndash 40 40 ndash 50 40 10
ResidentialSchool 5 5 ndash 15 15 ndash 20 15 5
Historic or sensitive structures 3 3 ndash 8 8 ndash 10 8 25
The most relevant criterion in this Standard is the long-term vibration limit for residencesschools of PPV 5
mms as the majority of the Projectrsquos construction vibration activities would be classed as long-term
(according to the definition given in the Standard)
3311 Practical application of DIN 4150-31999
The DIN 4150-31999 Standard is somewhat conservative as it has to take account of a vast range of building
structure types in different conditions and at varying degrees of dilapidation and quantify their vibration
tolerances For a given structure a vibration level in excess of the DIN criterion does not necessarily result in
damage as indicated by clause 51 of the Standard which states
ldquoExceeding the values in table 1 does not necessarily lead to damage should they be significantly
exceeded however further investigations are necessaryrdquo
It is considered pragmatic therefore to take account of this during the construction phase and address any
measured exceedance of the Standard by implementing a suitable management procedure Such a procedure
would include steps such as cessation of the offending activity until a building condition survey can be
undertaken and appropriate measures moving forward depending on the outcome of the survey This
procedure should be fully outlined in the CNVMP (refer draft CNVMP attached in Appendix K)
For blasting activities Section 8827e of the Auckland City District Plan ndash Isthmus Section contains a
precedent for the adoption of a statistical methodology whereby 5 of measured vibration events would be
allowed to exceed the criteria in the Standard whilst having to comply with an absolute upper limit of twice the
DIN criteria This approach is considered suitable for adoption in the Project construction phase Details of
the statistical method are contained in the draft CNVMP (Appendix K) and the standards review paper
(Appendix C)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 12 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
332 Construction Vibration ndash Human Response BS 5228-22009
As noted previously the risk of building damage is the primary effect during the construction phase of this
(and any other) Project However Appendix B2 of British Standard BS 5228-22009 provides valuable guidance
for peoplersquos expectations and responses to construction vibration The criteria are shown in Table 32 below
Table 32 Table 32 Table 32 Table 32 Criteria for Criteria for Criteria for Criteria for human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228human response to construction vibration in BS 5228----22009 Annex B22009 Annex B22009 Annex B22009 Annex B
Vibration level (PPV)Vibration level (PPV)Vibration level (PPV)Vibration level (PPV) EffectEffectEffectEffect
014 mms Vibration might be just perceptible in the most sensitive situations for most vibration
frequencies associated with construction At lower frequencies people are less
sensitive to vibration
03 mms Vibration might be just perceptible in residential environments
10 mms It is likely that vibration of this level in residential environments will cause complaint
but can be tolerated if prior warning and explanation has been given to residents
10 mms Vibration is likely to be intolerable for any more than a very brief exposure to this
levelrdquo
Comparing these criteria with those of DIN 4150-31999 it can be seen that people are likely to complain at
vibration levels significantly below those which may cause building damage It is anticipated that the effects of
construction activities which cause concern but not damage will be managed by the CNVMP in particular
through community liaison and education
Additionally people are generally most sensitive to vibration at frequencies higher than those which cause
building damage Construction activities generate vibration at a wide range of frequencies and peoplesrsquo
sensitivity to the higher frequencies in this range exacerbates their perception of the potential for building
damage
333 Operation Vibration ndash Building Damage Risk DIN 4150-31999
The Project Criteria for building damage risk during the operation phase of the Project are the same as those
for the construction phase (see Section 332 above) There is not expected to be any effect relating to this
aspect of the Project
334 Operation Vibration ndash Human Response NS 8176E2005
The Norwegian Standard NS8176E2005 ldquoVibration and Shock ndash Measurement of vibration in buildings from
landbased transport and guidance to evaluation of its effects on human beingsrdquo specifically addresses the
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 13 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
effects of vibration induced by transport including road traffic This Standard has been applied in a number of
projects in Auckland2 The performance criteria are given in Table 33 below
Table 33 Human response Table 33 Human response Table 33 Human response Table 33 Human response criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005criteria for transport sources in NS 8176E2005
Dwelling classificationDwelling classificationDwelling classificationDwelling classification
(and (and (and (and likelihood likelihood likelihood likelihood of moderate to high of moderate to high of moderate to high of moderate to high
annoyance)annoyance)annoyance)annoyance)
Type of vibration valueType of vibration valueType of vibration valueType of vibration value
Class AClass AClass AClass A
(8)(8)(8)(8)
Class BClass BClass BClass B
(10)(10)(10)(10)
Class CClass CClass CClass C
(15)(15)(15)(15)
Class DClass DClass DClass D
(25)(25)(25)(25)
Statistical maximum value for weighted velocity vw95 (mms) 01 015 03 06
Statistical maximum value for weighted acceleration aw95 (mms2) 36 54 11 21
The majority of residences along the Project alignment will be categorised as Class C receivers according to
the Standardrsquos classification Class C corresponds to the ldquorecommended limit value for vibration in new
residential buildings and in connection with the planning and building of new transport infrastructuresrdquo (NS
8176E2005) About 15 of the affected persons in Class C dwellings can be expected to be disturbed by
vibration but fewer than 15 will experience discomfort
Whilst the two human response standards listed above are selected for the Project Criteria Section 633 below
compares NS 8176E2005 with ISO 2631-21989 given the wide-spread adoption of the ISO Standard in New
Zealand (albeit now withdrawn)
It is noted that these human response standards do not address the effects of reradiated noise ndash ie vibration
energy in the house structure that manifests itself as a rattle or hum and is heard rather than felt It is often
difficult for a listener to distinguish this effect from felt vibration and complaints of vibration can be made
when in fact the cause of disturbance is reradiated noise This effect varies considerably from structure to
structure due to the complexity of building junctions and variance in building materials and it is anticipated
that this effect would be handled on a case-by-case basis through the complaint management procedures in
the CNVMP
40 Existing Environment
In order to assess the vibration effects of the operation of the Project on residential and other receivers along
the Project alignment site vibration surveys have been undertaken to establish the existing ambient vibration
2 SH1 Waiouru Peninsula Connection SH1 North Shore Busway Esmonde Rd Interchange and widening Taharota Rd
widening
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 14 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
environment The Project runs through a range of environments some of which are close to existing vibration
sources (ie SH16 Great North Road) and others of which are more remote (ie Alan Wood Reserve)
Survey locations were selected so as to encompass the range of existing environments ie dwellings near
existing motorways dwellings in quiet areas (including above the proposed tunnel section) and schools
The measured levels provide an existing baseline of vibration levels generated by vehicle traffic Also because
the surveys at each location were undertaken by measuring the vibration of the building structure data on
occupant-generated vibration was measured This data provides anecdotal information on the vibration
magnitudes that occupants subject themselves to in the course of their daily activities and therefore their
tolerances (presuming they are not disturbed by the vibration levels they generate)
41 Ambient Vibration Survey
The ambient vibration survey involved eight locations along the proposed Project alignment
The following locations were selected for the ambient vibration survey The corresponding Project sector is
indicated in brackets
1 20 Titoki Street Te Atatu [Sector 1]
2 702 Rosebank Road Avondale [Sector 3]
3 77 Herdman Street Waterview [Sector 5]
4 1102g Great North Road Point Chevalier [Sector 6]
5 Waterview Primary School Waterview [Sector 7]
6 58 Blockhouse Bay Road Avondale [Sector 8]
7 204 Methuen Road New Windsor [Sector 9]
8 Christ the King School New Windsor [Sector 9]
These locations are shown on the Plan in Appendix Appendix Appendix Appendix EEEE and a survey sheet for each property with a time trace
graph of the measured vibration is included in Appendix Appendix Appendix Appendix FFFF
411 Survey Details
The measurement programme was undertaken using two Nomis Mini Supergraph vibration loggers with triaxial
geophone transducers (Serial Nos 10046 and 10086) Both loggers carried current calibration certification at
the time of measurement One logger was installed at each location
The survey period was between 3rd December 2009 and 28th January 2010 At each location the vibration
loggers measured continuously for 3 to 4 days
The Nomis loggers only measure peak vector sum (PVS) data (see Appendix A for Glossary of Terms) and
whilst not the ideal parameter it is sufficient for the intended purpose The PVS is the vector sum of the PPV
in each of the three orthogonal axes (transverse vertical and longitudinal) given by the equation
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 15 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
PVS = sqrt(PPVtrans2 + PPVvert
2 + PPVlong
2)
Typically vibration events have one dominant axis (ie higher PPV levels compared to the other two axes) so
for a given measurement the PVS may not be much greater than the PPV in the dominant axis In any case the
PVS may be considered to be a conservative (ie worst-cast) representation of PPV for any given measurement
In every case the geophone was firmly clamped to the building structure or foundations as recommended in
DIN 4150-31999 and the placement details are contained in photos and the ldquosetup commentrdquo of each
monitoring report in Appendix F Clamping the geophone to the building structure or foundations gives the
benefit of acquiring both the ambient baseline vibration (after data filtering ndash see Section 412 below) and the
occupant generated vibration which allows comparison with external vibrations For those locations where the
geophone was clamped at mid-span of a bearer some amplification due to the beam deflection may be
expected however the effect is not considered to be significant
Location 2 (702 Rosebank Road) is a commercial premises This location was selected because offices can be
considered vibration sensitive environments also (ie complaints may arise if work is interrupted) At this
location the transducer was placed on the external patio of the office area and weighted with a sandbag
The measurements were undertaken generally in accordance with DIN 4150-31999 (which is primarily used
for assessment of damage to structures) because the memory capacity of the vibration loggers used in the
surveys restricted the measurement parameter to PVS and PPV Waveform recording which would be required
for assessments according to the Norwegian Standard NS 8176E2005 for human response requires
significantly more data acquisition and suitably practical and robust long-term monitoring machinery with
sufficient memory capacity could not be sourced in New Zealand Notwithstanding this the measured levels
can be assessed against the other human response Standard in the Project Criteria ndash BS 5228-22009
Appendix B which contains PPV criteria
While the vibration loggers were not ideal for assessing human response to existing traffic vibration the
primary goal for the ambient survey was to establish a lsquopre-Project baselinersquo Provided any post-Project
surveys measure the same parameters the integrity of the before and after surveys will be maintained
It is important that (as noted in Section 142 above) when asked the residents who live adjacent to SH16
expressed no concern about the current level of traffic vibration This indicates that by virtue of either the
insufficient vibration levels or acclimatisation the current traffic vibration is not perceived by those residents
as causing any adverse effects
412 Identifying ambient vibration level
At all survey locations the buildings were occupied during the measurement period Frequent vibration peaks
were measured ndash often at high levels These peaks are generally inconsistent and occur sporadically which
does not align with expected traffic vibration which would typically be smoother with less variation between
peaks and troughs
The vibration peaks recorded were most likely caused by the building occupants walking jumping moving or
dropping objects This hypothesis is supported by the following observations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 16 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
1 The peaks in the vibration traces (refer Appendix F) generally stop during the night-time period ie
when the occupants are asleep
2 If the daytime peaks were due to heavy traffic movements the lack of peaks at night time would infer
there were no heavy vehicle movements whatsoever during the night-time period This is not a
credible assumption particularly for residences adjacent to SH16
3 If the peak levels were extrapolated over the distance to between receiver and source to indicate the
vibration level at the source the source vibration level would be much too high to be generated by
traffic An example of this is discussed in Section 6342 where for a measured 64 mms PVS peak
the source traffic vibration would have to exceed 250 mms which is inconceivable
Occupant-generated vibration data has been visually filtered from these records as shown by the lsquoshadowedrsquo
areas in Figure 41 below and in the Appendix F plots The filtered data (ie once the shadow area data has
been removed) has been averaged to give the lsquomean ambient PVSrsquo over the entire measurement period This is
not an established vibration descriptor however it has been used here as a quick and simple method of
assessing the large datasets and indicating the average vibration level at each site
Figure 41 below is an example time trace from the measurements at Location 3 (77 Herdman Street
Waterview) The raw vibration data has been blocked into 15 minute intervals and the peaks of each 15
minute block plotted on the graph This same method has been used to generate the graphs at the other
locations in Appendix F
It can be clearly seen that occupant activity ceased each night between approximately 9 ndash 11 pm and began
again at approximately 6 ndash 8 am In this case the mean ambient PVS was 013 mms whereas the maximum
PVS (ie highest recorded vibration level regardless of source) was 27 mms For all traces the y-axis scale
has been fixed with a maximum level of 2 mms
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 17 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Figure Figure Figure Figure 41414141 ---- Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant Example of measured time trace with occupant----based regions highlightedbased regions highlightedbased regions highlightedbased regions highlighted
The noise-floor of the equipment may have some bearing on the lower-bound accuracy of the mean ambient
PVS values This is discussed in the supplementary information on prediction methodologies in Appendix Appendix Appendix Appendix GGGG
Notwithstanding this the measured data is still useful as regardless of the apparatus noise-floor the actual
ambient vibration levels must be equal to or less than the mean ambient PVS values
42 Survey Results
The ambient vibration monitoring reports attached in Appendix F contain comments on the equipment setup
and results of each survey
The measured data indicate that the typical mean ambient PVS value for buildings whose properties are
adjacent to the motorway (SH16) is around PVS 03 mms whereas other buildings not adjacent to a major
road were 013 mms or below (see Section G1 in Appendix G regarding the equipment noise-floor) The
results are summarised in Table 41 below
15-minute-peak Seismic Vibration Levels at 77 Herdman Street 3rd-7th December
0
02
04
06
08
1
12
14
16
18
2
120000 00000 120000 00000 120000 00000 120000 00000 120000
Time of day
Vib
rati
on
leve
l (m
ms
)
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 18 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table 4Table 4Table 4Table 41111 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results
The criteria in Appendix B2 of BS 5228-22009 has been adopted in the Project Criteria for human response
to construction vibration Its criteria are expressed in PPV (which is related to PVS refer Section 411) so it
allows some context to be given to the measured PVS ambient levels even though the source is not
construction activities
Notwithstanding the potential for a slight reduction in vibration level from the correction of PVS to PPV (refer
Section 411) the mean ambient PVS levels at dwellings near SH16 may currently marginally exceed the BS
5228-22009 criterion of 03 mms PPV for perceptibility which states that ldquovibration might just be perceptible
at this levelrdquo
Furthermore the filtered time traces for these properties show vibration events of around 05 mms PVS
(above the threshold of perception) which could be due to heavy vehicle passes However none of the
residents expressed any concern over existing vibration levels So whilst the levels may be just perceptible
they are not resulting in an observed adverse effect or discomfort for the residents interviewed
It is noted also that none of the measured vibration events attributed to traffic (ie post-filtering) exceed the
5 mms Project Criterion for building damage in the operation phase Further the traffic-induced vibration
levels were a fraction of those due to activities of the residents
The time trace for 702 Rosebank Road Avondale does not conform to the typical daytime ndash night-time pattern
seen in all other traces however this may be because it is in a commercial zone
Location
No
Address Distance to nearest
major road (m)
Project
Sector
Mean Ambient
PVS (mms)
Maximum
PVS (mms)
1 20 Titoki Sreet
Te Atatu
33m to SH16 1 028 15
2 702 Rosebank Road
Avondale
36m to SH16 3 033 095
3 77 Herdman Street
Waterview
140m to SH16 5 013 27
4 1102g Great North Road
Pt Chevalier
18m to SH16 6 034 74
5 Waterview Primary School
Waterview
87m to
Great North Road
7 027 8
6 58 Blockhouse Bay Road
Avondale
90m to
Blockhouse Bay Road
8 012 26
7 204 Methuen Road
New Windsor
630m to
Blockhouse Bay Road
9 013 09
8 Christ the King School
New Windsor
22m to
Maioro Road
9 013 06
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 19 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Ambient levels measured on all other buildings in the survey dwellings are well below the BS 5228-22009
threshold for perceptibility in residential environments
43 Summary of Ambient Vibration Survey
An ambient vibration survey has been carried out to establish the existing levels of vibration experienced by
receivers along the proposed Project alignment The measured ambient values along the alignment will be
used as part of a baseline assessment with which post-Project operational vibration levels can be compared
It is noted that at some locations whilst some vibration events considered to be due to traffic (ie after
filtering out the occupant-generated effects) were measured at levels above the threshold of perception no
complaints or dissatisfaction were expressed by those building occupants questioned Further the traffic
levels were often well below the vibration levels induced by activities of the occupants themselves
50 Construction Vibration
This section of the assessment addresses the vibration effects of the construction phase of the Project Each
phase of the Project involves different vibration sources sensitivities and effects However the construction
phase is anticipated to generate the highest vibration levels
The following sections identify the key construction activities sensitive receivers prediction of construction
vibration levels and the accuracy of these predictions This assessment will inform the processes and
response management for the works in conjunction with the CNVMP
51 Key Construction Vibration Issues
The Projectrsquos construction phase will involve the use of heavy machinery operating for periods in relatively
close proximity to some vibration sensitive buildings such as residences Night-time construction is expected
to be required in certain areas Throughout the construction phase vibration effects must be carefully
managed through the use and implementation of the CNVMP
The sources that have been identified as the highest risk for building damage from construction vibration for
the Project are outlined in Table 51 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 20 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Table Table Table Table 51515151 Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues Key Construction Vibration Issues
Sector Vibration source(s) Location of closest buildings
1 bull Vibratory rollers for base course and
sealing of SH16 and the Te Atatu
Interchange
Marewa Street Milich Terrace McCormick
Road Titoki Street Royal View Road
Flanshawe Road Paton Avenue McCormick
Road Te Atatu Road Royal View Road and
Alwyn Avenue residences
2 bull Piling for bridge construction Alwyn Avenue residences
3 bull Vibratory rollers for base course and
sealing of SH16
Commercial premises in Patiki Road and
Rosebank Road
4 bull Vibratory rollers for base course and
sealing of SH16 and piling for bridge
abutments
None in the vicinity
5 bull Vibratory rollers for base course and
sealing of on-grade ramps
Waterbank Crescent and Montrose Street
residences
6 bull Piling blasting and rockbreaking for
widening works amp retaining walls
bull Vibratory rollers for base course and
sealing of on-grade ramps
Carrington Road residences and shops
Sutherland Road Nova Place Great North
Road Parr Road North and Parr Road South
residences
7 bull Piling for diaphragm wall
bull Excavation plant
bull Vibratory rollers for road realignment
and resurfacing
Great North Road Oakley Avenue Alford
Street and Waterbank Crescent residences
Waterview Primary School
8 bull Roadheader machine or excavators
for tunnelling
Hendon Avenue Bollard Avenue Powell
Street Cradock Street Waterview Downs
Oakley Avenue Herdman Street and Great
North Road residences
9 bull Drilling for grout curtain
bull Blasting for portal construction
bull Drilling for portal construction
bull Rock breaking for portal construction
bull Piling for portal construction
bull Vibratory rollers for road
construction
Hendon Avenue Barrymore Road Valonia
Street and Methuen Road residences
Other construction machinery and activities such as trucks excavators etc will produce ground vibration also
However prior experience has shown that adverse effects (particularly adverse human response) are most
likely to arise from the activities outlined in Table 51
With careful management and liaison with affected parties as per the CNVMP the vibration effects of Project
construction activities can generally be controlled and or mitigated as addressed in the following sections
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 21 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
52 Construction Noise and Vibration Management Plan (CNVMP)
The Construction Noise and Vibration Management Plan (CNVMP) will form part of a comprehensive suite of
environmental controls within the Construction Environmental Management Plan (CEMP) for the construction
phase of the Project The CNVMP addresses the potential construction noise and vibration effects associated
with the construction of the Project The CNVMP identifies minimum standards that must be complied with as
well as best practicable options for noise and vibration management for the construction of the Project It is
intended as a framework for the development of particular control practices and procedures to minimise
affects on health and safety and to reduce the impact on the environment
A proposed draft CNVMP is attached in Appendix K It will be updated with the necessary approval
throughout the course of the Project to reflect material changes associated with changes to construction
techniques or the natural environment
An outline of the recommended CNVMP contents in relation to construction vibration is summarised below
bull The vibration Project Criteria
bull Hours of operation including times and days when vibration inducing construction activities would
occur
bull Machinery and equipment to be used
bull Requirements for vibration testing of equipment to confirm safe distances to buildings prior to
construction
bull Requirements for building condition surveys of critical dwellings prior to during and after completion
of construction works
bull Roles and responsibilities of personnel on site
bull Construction operator training procedures
bull Construction noise and vibration monitoring and reporting requirements
bull Construction vibration mitigation options including alternative strategies where full compliance with
the Project Criteria cannot be achieved
bull Management schedules containing site specific information
bull Methods for receiving and handling complaints about construction noise and vibration
53 Sensitive Receivers
As discussed in Section 141 the primary consideration relating to construction vibration effects is that of
building damage The vast majority of buildings adjacent to the Project construction footprint are residences
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 22 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
so the assessment focuses primarily on these lsquoreceiversrsquo Some buildings may themselves be vibration-
sensitive due for instance to their historical status or dilapidated condition The Project Criteria for
construction (see Section 33) generally take account of these variables by specifying more stringent vibration
limits for more sensitive structures
Notwithstanding this the effect of vibration on building occupants is also assessed Receivers that are
generally considered to be sensitive to construction vibration effects include residences schools offices
churches rest homes historic structures hospitals and buildings which may contain vibration-sensitive
equipment such as scientific or medical laboratories
The Project Criterion for human response to construction (ie the level above which adverse comment may be
expected) is 1 mms PPV For temporary construction activities levels exceeding the higher building damage
threshold will generally be tolerated ndash if sensitive receivers are well informed of construction activities and
consider that the construction operation is well controlled and managed (ie through the CNVMP) ndash because
their concern over potential damage to their building can be mitigated
The effect of noise and vibration on wildlife is generally a specialist topic with the effects varying widely
between species For instance a study of sonic boom noise on animals of various species3 showed that some
animals displayed startle reactions whilst other animals showed almost no reaction After periods of exposure
many animals quickly adapt to the changed environment It is not possible to predict the response of all
animals as tolerances and reactions vary widely even within species
Discussions on this issue have been held with members of the Project Ecology team who indicated that studies
are not conclusive and there are currently no standards or regulatory rules for either noise or vibration effects
on wildlife areas
Given the temporary nature of the Project construction period the existing ambient vibration environment
close to the motorway and the ability of fish birds and other vertebrates to move away from noise and
vibration sources the risk to animals from the vibration effects of this Project is considered low
54 Vibration Prediction
The following sections describe the procedure used for predicting vibration levels from the Project
construction activities The outcomes of these predictions are expressed in Section 56 in terms of the risk of
each activity exceeding the Project Criteria at identified receivers
541 Data Sources
For the assessment of Project construction effects vibration data for a range of construction activities has
been sourced from historical Marshall Day Acoustics (MDA) measurements BS 5228-22009 and Tonkin amp
Taylor Limited and is contained in Appendix Appendix Appendix Appendix HHHH
3 Kaseloo PA Tyson K ldquoSynthesis of Noise Effects on Wildlife Populationsrdquo US Department of Transportation ndash Federal
Highway Administration 2004
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 23 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The data for those sources with a sample size of more than 6 measurements have been assembled and
regression analysis has been undertaken to establish vibration propagation trends in the relevant soil types
and to assess the measurement variance These sources are vibrated casing piling vibratory compacting and
sheet piling all of which are proposed in the Project construction methodology
The data for sheet piling (sourced predominantly from BS 5228-22009) in particular has a huge variance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms The regression curve (attached in
Appendix H) appears not to have captured this variance particularly well in that there are a large number of
datapoints above the curve To ensure conservative estimates of design safe distance a conservative safety
factor of 2 (as recommended by Hunt et al 20104) has been added to the distance for sheet piling works until
on-site testing can be undertaken to refine the prediction model
Vibration data for other relevant source types such as drop-hammer piling drilling and rockbreaking have also
been sourced and are listed in Table H1 of Appendix H but the sample set is not sufficient for statistical
analysis
All data has been normalised for the worst-case (ie hardest) ground-type in each Project Sector for which
those works are proposed using the following methodology
542 Prediction Methodology
The basic prediction model for vibration propagation with distance is
PPV = K(DE12) -n --- (1)
Where K = the ground transmission constant (for a given ground type)
D = Distance from source to receiver
E = Energy of source
n = empirical constant based on a number of factors such as the geology ground profile
frequency of transmitted wave predominant waveform The value of n is obtained
from regression analysis and generally has a value between 05 and 15
For a given vibration source it may be assumed that the energy delivered into the ground is constant (over a
sufficient timescale) therefore the equation reduces to
PPV = KD-n --- (2)
4 Hunt H et al ldquoGroundbourne vibration from underground railways some commonly made assumptions and their
associated accuracies and uncertaintiesrdquo Proceedings of Institute of Acoustics and Belgian Acoustical Society Conference
Ghent Belgium 2010
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 24 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
This prediction method is elaborated in Hassan (2006)5 which unlike many other methods contains
frequency-dependant ground attenuation formulae This method yields slightly more conservative results than
other texts such as Gutowsky amp Dym6 and Nelson7 so is considered preferable in effects assessments The
method is explained in Appendix G Table G1 in Appendix G contains data on Project ground types and their
corresponding vibration attenuation properties which allow correction of measured vibration data to predict
Project construction vibration levels at receiver locations
For assessment purposes vibration data for a given activity has been normalised for the worst-cast (ie
hardest) ground type in each Project Sector in which that activity is proposed
543 Accuracy of Predictions
Vibration prediction is less reliable than noise prediction The primary difficulty for vibration prediction is
being able to accurately model ground conditions that are non-homogeneous and complex in three-
dimensions and consequently difficult to quantify on site
Without the benefit of site specific testing to refine the effect of ground attenuation vibration prediction
models are purported to only achieve accuracy to within plusmn 100 at best4 (ie doubling or halving) The
application of the models and development of attenuation characteristics to assess the expected magnitude of
vibrations from the Project are described in Appendix G The models identify the principal variables as the
distance and magnitude of the energy source
The historical dataset compiled for this construction assessment shows a significant variation between
measurements For example the largest dataset (for sheet piling) includes 29 measurements (the majority of
which were taken from BS 5228-22009) and there is a wide range in vibration levels at distance eg
measurements at 5 metres showed a range from PPV 43 to 40 mms
A prediction model would not calculate such a range of vibration levels from the same source type not
necessarily because of the theory involved but because of the extensive site variables which cannot be
encompassed by these models Such site variables include but are not limited to machine type (and
consequently the energy delivered into the ground) operating mode operator skill ground type (and the
accurate assessment thereof) the presence of submerged solid objects (eg boulders) measurement
technique and apparatus accuracy
Notwithstanding these inaccuracies it is understood that vibration specialists at Tonkin amp Taylor Ltd report
that when site specific testing is undertaken a standard deviation of 025 (for establishing 95 confidence
limits) may be achieved for determining vibration attenuation characteristics
5 Hassan O ldquoTrain Induced Groundborne Vibration and Noise in Buildingsrdquo Multi-Science Publishing Co Ltd ISBN 0906522
439 2006
6 Gutowsky T amp Dym C ldquoPropagation of Ground Vibration A Reviewrdquo Journal of Sound and Vibration 49(2) 1976 pp
179-193
7 Nelson P ldquoTransportation Noise Reference Bookrdquo Butterworth amp Co Ltd ISBN 0-408-01446-6 1987
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 25 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
544 Site Testing
The emphasis for the assessment and management of construction vibration effects from the Project must be
placed on site measurements prior to and during construction In this way a site-specific dataset can be
obtained which ensures many of the variables are consistent
Early collection of this data during initial stages of the Projectrsquos construction phase will allow a structured
pragmatic approach to controlling construction vibration effects The CNVMP provides for this with a
comprehensive monitoring regime and recommendations for test measurements away from sensitive receivers
Notwithstanding potential inaccuracies there is value in reviewing historical measurements to predict effects
and to broadly determine the degree of risk of construction vibration If applied conservatively with large
safety margins (as in this assessment) the potential effects and risks of the Project may be identified at the
assessment stage with refinement to the prediction methods planned (through the CNVMP) as site-specific
data becomes available
545 Transmission of Ground Vibration into Buildings
Transmission from the ground into buildings is dependant on the characteristics of the building foundations
Nelson (1987)7 notes four basic building foundation types slab-on-grade spread footings piles founded on
earth and piles supported by rock
Slab-on-grade and spread footing (typical for commercial buildings and modern houses) foundations involve a
significant mass of concrete in contact with the soil so the coupling loss (see Glossary in Appendix A) is close
to zero particularly at low frequencies The vast majority of residential dwellings adjacent to the construction
footprint are assumed to be either slab-on-grade or piles founded on earth
Nelson states that the coupling loss for slab-on-grade construction is zero and the coupling losses for piles
founded on earth (labelled as single family residencies) are as shown in Table 52 below
Table 52 CoupliTable 52 CoupliTable 52 CoupliTable 52 Coupling losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)ng losses for vibration into buildings from Nelson (1987)
For the assessment of effects however it is pragmatic to note that the coupling loss may be as low as zero (for
slab-on-grade foundations) so the predictions below conservatively assume no attenuation due to
transmission into buildings
Frequency (Hz)
16 315 63 125 250 500
Corresponding multiplication factor for
PPV value
06 06 06 06 07 09
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 26 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
55 Special Construction Activities
The proposed Project construction methodology includes two non-typical construction activities which are
highlighted in the following Sections ndash blasting and tunnelling
551 Blasting Activities ndash Sectors 6 and 9 only
Blasting activities have the potential to emit the highest vibration levels of all the Projectrsquos expected
construction methods It is understood that up to three blasts per day for a year may be required during the
construction of the approach to the southern tunnel portal in Sector 9 The number of blasts in Sector 6 would
be significantly less than this
Both the noise and vibration effects may be mitigated by use of best practice blasting methods ie limiting the
number of blasts per day decked charges frequency control pre-splitting the rock blasting at fixed times
targeted at least disturbance pre-warning of sensitive receivers careful selection of charge weight and
effective use of detonator time delays which can significantly mitigate both vibration and noise effects
The Explosive Technologies International (ETI) ldquoBlasterrsquos Handbookrdquo contains typical prediction models for
blasting vibration (see Equation 1 in Section 532) The key inputs to these models are distance (D) ground
conditions (K and n) and explosive charge weight (E) The charge weight is expressed as Maximum
Instantaneous Charge weight (MIC) in kg
Measurement data has been obtained from Tonkin amp Taylor Ltd for blasting in basalt Regression analysis of
the measured MIC vs distance plots show indicative ground condition values for basalt to be K = 206 and n =
119 ie a relationship of
PPVmean = 206(DE12) -119 and an upper 975 confidence limit of
PPV975 = 345(DE12) -103 as per the statistical approach (Section 311 above) to achieve 95
confidence either side of the mean
Table 53 below shows the relationship between MIC and safe distance to achieve the Project Criterion of PPV 5
mms with 95 confidence
Table 53Table 53Table 53Table 53 Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence Approximate MIC and safe distance relationships for blasting in basalt based on 95 confidence
limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)limit for measured data (Tonkin amp Taylor)
Maximum Instantaneous Charge (MIC) in kg Design Safe Distance in metres
1 61
2 86
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 27 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
3 106
5 136
10 193
It is understood from discussions with blasting professionals that the minimum MIC for blasting in basalt
would be 2 ndash 3 kg for a standard (machine-drilled) hole Smaller charge weights can be used but this would
require a change in methodology to hand-drilling which can protract the blasting schedule and incur
additional expense An alternative to explosive charges is the Penetrating Cone Fracture (PCF) method which
utilises a high-pressure gas pulse
Based on Table 53 above the use of these low-impact (or other) methods may be required for blasts within
approximately 90 metres of residential dwellings For risk assessment purposes 90 metres is used to
represent the minimum safe distance (see Section 56 below)
It is recommended that trial blasts in Sectors 6 and 9 are undertaken by the Blasting Contractor prior to
commencement of Project blasting works to assess the vibration effects of blasting and refine the MIC vs
distance relationships referred to above The trial process should be developed by the blasting contractor but
where practicable it is recommended that they should be conducted away from sensitive receivers but in areas
of similar geology to the subject sites
Noise from blasting must also be considered as the airblast pressure wave is often high amplitude There is
often sub-audible low-frequency noise associated with blasting which can result in the rattling of structures
even when the blast is not clearly audible outdoors This may be perceived by building occupants as being due
to ground vibration These effects would be managed using the complaints procedures of the CNVMP
Blast noise levels will depend on local conditions proximity of blasting to the receiver and blasting conditions
(charge weight method of blasting weather etc) Section 314 of the Projectrsquos Assessment of Construction
Noise Effects (Technical Report G5) refers to the Australian Standard AS 21872 Appendix J and includes
further details on the assessment and control of airblast
Notwithstanding the issue of building damage the combined noise and vibration effects of blasting can lead to
adverse response from receivers in the vicinity ie startle reactions etc The protocols for prior warning and
consultation in the CNVMP can mitigate these effects but generally only if the blasting occurs at a reasonable
time of day It is therefore recommended that blasting activities occur only between 0900 ndash 1700 hrs Monday
to Saturday
552 Tunnel Construction ndash Sector 8 only
As noted above the activities associated with tunnelling are assessed differently to other construction
activities Currently the proposed method for tunnel construction is open face excavation which may include
(but is not limited to) the use of machinery such as roadheader tunnelling machines excavators etc This
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 28 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
assessment predicts and addresses vibration levels from both these two methods below Note that tunnelling
construction activities will only occur in Sector 8
Vibration data from roadheader operation (from the Vector Tunnel project under Auckland CBD) has been
obtained from Tonkin amp Taylor Ltd Excavator data has been sourced from historical measurements by MDA
These measurements were of excavators working on the ground surface rather than underground but this has
been allowed for in the calculation methodology to predict excavator tunnelling operations (refer Section G3 in
Appendix G)
The geology of the tunnel for its full length comprises East Coast Bays Formation (ECBF) Siltstone and
Sandstone Accordingly the geology is broadly categorised as Class III ground type in Table G2 in Appendix
G Parts of the tunnel will also cut through Parnell Grit which is a weak rock derived from ancient volcanic
debris flows and would be at the high end of the Class III category The geology above this is a combination of
weathered ECBF Tauranga Group (TG) sediments Basalt Weathered Parnell Grit and Fill For calculation
purposes the ground is taken to be Class III soil type
5521 Roadheader Tunnelling Machine
Measurements of roadheader vibration levels were undertaken at St Matthewrsquos church in Auckland City during
construction of the Vector Tunnel project Details of these measurements are contained in Section G5 in
Appendix G
The roadheader used for the task was a Voest Alpine AM50 model (28 tonnes) It is understood that a larger
machine would be required for the Waterview Tunnel therefore some increase in source vibration may be
expected
The vibration level measured on the church floor was no greater than PPV 02 mms whilst the roadheader was
operating at a depth of approximately 46 metres
The calculation method in Appendix G has been used to predict the minimum safe distance (that is distance
underground) for the roadheader operation taking into account the need for a larger machine The prediction
results are shown in Table 510 below
5522 Excavator Tunnelling Operations
It is understood that the Waterview Tunnel could also be constructed using appropriately configured
excavators It is anticipated that the excavators could use a bucket or pick attachment to lsquodigrsquo the soil but if
the soil type becomes too hard an excavator mounted hydraulic rockbreaker attachment might be required
As discussed in Section 542 above no measurements of excavator tunnelling operations were available as
source data therefore the data for surface excavator-mounted rockbreaker and general excavator operations
from Table H1 in Appendix H has been used and modified using Equation 1 in Appendix G The results are
shown in Table 510 below
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 29 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
56 Risk of Vibration Effects by Sector
The following Sections 561 ndash 569 outline the proposed construction activities for each Project Sector
Each section contains a table with a list of lsquodesign safe distancesrsquo which indicate the distance at which each
vibration source is expected to comply with the DIN 4150-31999 Project Criterion for a residential receiver
(see Section 33) The residential criterion has been applied because the vast majority of receivers are
residences
The vibration calculations are based on the worst-case (ie hardest) ground type in each Project Sector for
which those works are proposed
The closest receivers to each vibration source have been identified and categorised as high medium or low
risk of exceeding the Project Criteria according to the following definitions
bull High Risk ndash Dwellings fall within the design safe distance where vibration levels are likely to exceed
Project Criteria This does not necessarily imply damage to the building structure but these are
the receivers subject to the highest vibration levels
bull Medium Risk ndash Dwellings are close to the design safe distance and some construction activities
may approach the Project Criteria with possible intermittent exceedances
bull Low Risk ndash Dwellings are sufficiently distant from construction activities so that exceedance of
Project Criteria is unlikely
bull Others ndash No significant risk
These risk levels also inform the community liaison process as outlined in the draft CNVMP in Appendix K
As discussed in Section 551 above blasting activities have the highest potential risk of exceeding the project
criteria There are standard mitigation techniques (such as reducing MIC electronic timing hand drilling etc)
which can be applied to reduce this risk however these must be balanced against associated time and cost
implications
For this risk assessment the vibration calculations have been based on the practical minimum MIC for a
standard machine-drilled hole in basalt of 2 kg which corresponds to a lsquosafe distancersquo of 90 metres from the
blast location Receivers within 90 metres are deemed high risk with receivers between 90 and 140 metres
deemed moderate risk These receivers are shown in the aerial photographs attached in Appendix J
The distances from the construction footprint to receivers were scaled off aerial photographs provided by Beca
Ltd A visual judgement was made on which buildings were residences (as opposed to garages carports etc)
The houses that are proposed to be removed as part of the Project are not listed in the tables below
As discussed previously these predictions are not sufficiently accurate to establish control lines and the tables
below are primarily intended to inform the construction contractor of lsquohotspotsrsquo where particular care is
required As recommended in the CNVMP data from on-site vibration measurements should be used to refine
the safe distances and risk levels
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 30 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
561 Sector 1 ndash Te Atatu Interchange
Table Table Table Table 55554444 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1for construction activities in Sector 1
562 Sector 2 ndash Whau River
Table Table Table Table 55555555 Risk assessment for Risk assessment for Risk assessment for Risk assessment for construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2construction activities in Sector 2
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 16 Milich Terrace
10 Titoki Street
Med 141C Flanshawe Road
7 17A 23 25 Marewa Street
22 Paton Avenue
17 Milich Terrace
32 34 Titoki Street
Vibratory rollers for road
construction
II 15m
Low 9 13 19A 27 Marewa
20 Paton Avenue
12 McCormick Road
356 Te Atatu Road
High 16 Milich Terrace
1 12 Alwyn Avenue
92 92A Royal View Road
Med 14 Milich Terrace
10 Titoki Street
25 Marewa Street
354 Te Atatu Road
Excavators II 3m
Low 7 13 Marewa Street
8 Alwyn Avenue
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
II 15m Low 40 42 Alwyn Avenue
Piling for bridge abutments II 18m Low 40 42 Alwyn Avenue
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 31 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
563 Sector 3 ndash Rosebank - Terrestrial
Table Table Table Table 55556666 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3for construction activities in Sector 3
564 Sector 4 ndash Reclamation
No vibration effects on receivers are anticipated in Sector 4 because the source-receiver distances are
sufficiently large
565 Sector 5 ndash Great North Road Interchange
Table Table Table Table 55557777 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 5activities in Sector 5activities in Sector 5activities in Sector 5
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
(Commercial)
Med 85 Patiki Road Vibratory rollers for road
construction
II 8m
Low 702 Rosebank Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Vibratory rollers for road
construction
IV 30m Low 31 Waterbank Crescent
Med 31 Waterbank Crescent Piling IV 25m
Low 29 Waterbank Crescent
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 32 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
566 Sector 6 ndash SH16 to St Lukes
Table Table Table Table 55558888 Risk assessment for Risk assessment for Risk assessment for Risk assessment for cocococonstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6nstruction activities in Sector 6
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 26 Carrington Road
6A 8A 10 12A Sutherland Road
23 25 34 Parr Road South
12 13 Nova Place
1054A 1044 1042A 1036 1036B
1102E 1102F 1102G 1102H 1102J
Great North Road
Med 6 Carrington Road (shop)
8 18 Sutherland Road
12 Parr Road North
27 34A 34B Parr Road South
10 11 Nova Place
1042 1054 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 29 Parr Road South
28 Carrington Road
1046 Great North Road
1216 ndash 1236 (even numbers only)
Great North Road (shops)
High 26 Carrington Road
Med 6 Carrington Road (shop)
Piling for Carrington Road
Bridge
IV 25m
Low 28 Carrington Road
1236 1238 1232 Great North Road
(shops)
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 33 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
567 Sector 7 ndash Great North Road Underpass
Table Table Table Table 55559999 Risk assessment Risk assessment Risk assessment Risk assessment for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7for construction activities in Sector 7
568 Sector 8 ndash Avondale Heights Tunnel
Table Table Table Table 555510101010 Risk assessment for construction Risk assessment for construction Risk assessment for construction Risk assessment for construction activities in Sector 8activities in Sector 8activities in Sector 8activities in Sector 8
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
High 2 4 Oakley Avenue
1467 1471 1479 1481 Great North
Road
Waterview Kindergarten
Med 1469 1487 Great North Road
Vibratory rollers for road
construction
IV 30m
Low 6 Oakley Avenue
1A 1C 3 Alford Street
High 2 Oakley Avenue
1467 1471 1481 Great North Road
Med 1479 Great North Road
Waterview Kindergarten
Piling for secant pile and
diaphragm walls
IV 25m
Low 1469 1487 Great North Road
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Tunnelling Road header III 6m Med 1510 Great North Road
Tunnelling Excavator ndash
Bucket only
III 2m Low 1510 Great North Road
Tunnelling Excavator
mounted rockbreaker
III 4m Low 1510 Great North Road
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 34 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
569 Sector 9 ndash Alan Wood Reserve
Table Table Table Table 555511111111 Risk assessmentRisk assessmentRisk assessmentRisk assessment for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9 for construction activities in Sector 9
Source Soil Class Design safe
distance (m)
Risk Sensitive Receivers
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Vibratory rollers for road
construction
IV 30m
Low 75 ndash 93 (odd numbers only) 99 101
103 Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
High 75 77 105 129 Hendon Avenue
Med 79 ndash 87 (odd numbers only) 99 101
103 Hendon Avenue
Drilling for grout curtain and
secant piles
IV 15m
Low 89 91 93 129A Hendon Avenue
5 Barrymore Road
Med 105 Hendon Avenue
194A Methuen Road
5 Barrymore Road
Piling IV 25m
Low 75 ndash 93 (odd numbers only) 99 101
Hendon Avenue
190 194 Methuen Road
3 Barrymore Road
17 Valonia Street
Rockbreakers IV 15m Low 75 ndash 93 99 ndash 105 (odd numbers only)
Hendon Avenue
190 194 194A Methuen Road
3 5 Barrymore Road
17 Valonia Street
Blasting IV 90m
(dependant
on MIC)
High Refer Aerial Photos in Appendix J
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 35 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
57 Assessment of Effects ndash Construction Phase
The effects of construction vibration involve large variables predominantly with regard to different
construction methods vibration source energies variable ground type and the behaviour of vibration waves
through this inhomogeneous medium
The most significant vibration sources and most sensitive receivers for each Sector have been predicted and
conservative calculations of critical distances in ground types relating to each Sector have been undertaken
These results are provisional however and must be refined and supported by site-specific measurements once
construction begins as recommended in the draft CNVMP attached in Appendix K For crucial activities such
as blasting vibratory compacting and pile driving where large vibration energy is typically produced test
measurements of the initial works are recommended The blasting programme in particular is heavily
dependant on trial blasts to establish limits for MIC and investigation of alternative rock-breaking methods if
appropriate
As the repository of on-site measurements increases the models can be refined to allow more accurate
prediction of the subsequent construction stages hence improved controls can be achieved
The initial predictions indicate that in all Project Sectors except Sector 4 there is some degree of risk that the
Project Criteria may be exceeded Tables 54 ndash 511 above outline the risk level associated with activities
proposed for each Sector and identify the sensitive receivers that would be affected by such activities
The draft CNVMP (Appendix K) sets out the Project Criteria for control of construction activities reiterates the
risk analysis from Section 56 and provides details on mitigation measures that must be adopted throughout
the entire Project construction It also outlines requirements for reporting to affected parties and the
Contractor Environmental Manager
Furthermore it is recommended that blasting activities occur only between 0900 to 1700 Monday to Saturday
60 Operation Vibration
This section of the assessment addresses the operational vibration effects of the Project That is the vibration
from traffic ndash in particular heavy vehicles - on the new road alignment once completed
61 Sensitive Receivers
The sensitive receivers for the operation phase of the Project are the same for the construction phase outlined
in Section 52 ie residences schools offices churches rest homes and buildings that may contain vibration-
sensitive equipment such as scientific or medical laboratories However the focus is shifted from effects on
building structure to effects on human comfort
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 36 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
611 Comments on Human Response to Vibration
Building damage due to vibration from the operation of the Project is considered to be highly unlikely because
the vibration levels produced by traffic even on dilapidated road surfaces are relatively low The ambient
vibration surveys (refer Section 41) also indicate that building damage from Project operation is highly unlikely
as the surveys recorded vibration levels (that could reasonably be attributed to traffic) no higher than 05
mms on houses adjacent to existing motorways whereas the conservatively based building damage criteria
for residences is an order of magnitude greater than this at 5 mms
Therefore whilst the primary focus of the Project construction assessment was building damage the primary
focus of the Project operation assessment is human response
Key aspects of the Project that may have particular vibration significance (though not necessarily any adverse
effects) for sensitive receivers are
Establishment of roads where previously there were none
Widening of existing roads resulting in reduced distance to receivers
Maintaining the quality of road surface over time to ensure vibration production from traffic does not
increase due to pavement dilapidation
The ambient vibration surveys outlined in Section 41 have established a baseline against which future
vibration surveys after completion of the Project may be compared to identify any increase in operation
vibration levels
62 Operation Vibration Criteria
The Project Criteria for the operation phase are contained in Section 33 above The recommended building
damage criteria are the same as for the construction phase (ie DIN 4150-31999) but the Norwegian
Standard NS 8176E2005 has been adopted for assessment of human response
In Section 633 below the Norwegian Standard is compared with the commonly applied (but defunct) ISO
2631-21989 This allows comparison and validation of the Norwegian Standard in the context of a familiar
assessment framework A similar comparison involving more standards is also contained in Whitlock 2010
(Appendix C)
63 Vibration Assessment
The primary assessment of operation vibration for this study was undertaken through site measurements The
Norwegian Standard requires vibration assessments to be based on measurement of ldquoa minimum of 15 single
passings of a heavy vehicle (ie train tram or heavy road vehicles with a gross weight greater than 3500kg)rdquo
and this requirement has formed the measurement methodology for this assessment
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 37 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
To address vibration from surface roads measurements of heavy vehicles on existing roads were undertaken
in two locations The first location was adjacent to State Highway 20 Mt Roskill which is the most recently
opened section of SH20 just south-east of where the Project begins This nearby site was chosen as the
geology matches that of Project Sector 9 and the road surface (open grade porous asphalt (OGPA)) matches
the proposed road surface for the Project
The second location was in Quarry Road Drury This site was chosen because Quarry Road is dilapidated and
presents a worst-case scenario should the Project road surface degrade significantly over time (although this is
highly unlikely due to NZTA road maintenance policies) and because heavy trucks frequent the road
To estimate vibration levels from the Project tunnel site surveys in Wellington and Lyttelton were undertaken
These measurements were undertaken on occupied residential structures above the existing Terrace tunnel in
Wellington and Lyttelton tunnel in Lyttelton
631 State Highway 20 Mt Roskill
This measurement was undertaken on 5th March 2010 at the recently opened State Highway 20 alignment
approximately 300 metres south-east of the Sandringham Road Extension roundabout Two vibration
monitors8 were placed 10 metres north of the closest (eastbound) lane of the four lane motorway (two lanes in
each direction) ndash NZTM Coordinates 59140658 N 17540787 E
The geology close to the measurement location was provided by URS Ltd The ground comprised gravely fill
underlain with alluvium over East Coast Bays Formation at depth so would be categorised as Class II according
to Table G2 in Appendix G This is the same as for Sector 9 (in those areas without the basalt layer)
Seventeen truck passes in the closest lane were measured as well as three short ambient measurements ie
where there were no trucks and little or no car traffic on the eastbound lanes
The results obtained from the Minimate did not show any significant difference between the truck passes and
the ambient measurements whereas the Norsonic did show a clear difference This indicates that the Norsonic
instrument has sufficient sensitivity to pick up such low vibration levels whereas the Minimate does not
8 Instantel Minimate Plus with triaxial geophone and Norsonic 140 Sound Level Meter with Bruumlel amp Kjaeligr type 4370
accelerometer all with current calibration certification) The Minimate geophone was fixed to the ground with ground-
spikes and weighted with a sandbag and the Bruel amp Kjaer accelerometer was buried in the soil at a depth of approximately
100mm
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 38 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The measured velocity data from the Norsonic was weighted and averaged according to the NS 8176E2005
standard The results are shown in Table 61 below
Table Table Table Table 61616161 SH20 measurements SH20 measurements SH20 measurements SH20 measurements at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway at 10 metres from carriageway classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005classified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
17 truck passes 0007 0002 001 A
Ambient (no trucks) 0004 00003 0005 A
The Project Criterion for operation vibration is a maximum vw95 of 03 (refer Section 33) so these
measurements comfortably comply with the criteria
This positive result can be applied to the entire Project alignment subject to consideration of the following
factors
Whether any receivers will be significantly closer than 10 metres (ie the assessment distance) to the
alignment
Whether a harder ground type (ie Class III or IV) would significantly increase the vibration level
Whether the road surface is well maintained
Whilst the effects of distance and ground type would increase the vibration level to a degree (as evidenced by
the calculations associated with the construction assessment) compliance with the Project Criterion is
predicted for receivers greater than 2 metres from the new motorway There are no receivers this close to the
proposed Project alignment
Road surface maintenance is a policy issue and there is an existing NZTA framework to ensure the pavement
of the new motorway does not degrade below a certain level of roughness In New Zealand this roughness is
categorised using the National Association of Australian State Road Authorities (NAASRA) method which uses a
surface profiling machine to evaluate the state of the road surface It is understood that State Highways will
generally be resurfaced for roads with NAASRA counts greater than 70 countskm9 Surface roughness data
for the measured section of SH20 was obtained from the NZTA and states an average NAASRA count of 25
countskm as at 14 January 2010
632 Quarry Road Drury
To assess the variation in vibration level from vehicles due to road surface roughness measurements were also
undertaken adjacent to a dilapidated road ndash Quarry Road Drury
9 NZTA Network Operations Technical Memorandum No TNZ TM 7003 v1 ldquoRoughness Requirements for Finished Pavement
Constructionrdquo 2006
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 39 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
These measurements were undertaken near to the entrance of the Stevenson Drury Quarry approximately 150
metres east of the Quarry RoadFitzgerald Road roundabout - NZTM Coordinate Ref 58894322 N
17756121 E This is not an NZTA road so there is no surface roughness data available but an inspection of
the surface suggested that it would be somewhat rougher than the minimum NAASRA 70 countskm
recommendation for State Highways
The measurements were undertaken on 13th January 2010 using an Instantel Minimate Plus with triaxial
geophone placed 25 metres south of the closest lane of the two lane road (one lane in each direction) The
Minimate geophone was fixed to the ground with ground-spikes and weighted with a sandbag
The geology close to the measurement location was provided by BECA The ground comprised medium-dense
gravel clayey silt and stiff to very stiff silty clay so would be Class II according to Table G2 in Appendix G
This is the same as for Sector 9 in those areas without the basalt layer
Fifteen truck passes were measured as well as an ambient measurement ie with no traffic on the road
The noise-floor of the Minimate was not a significant issue because the truck vibration level was sufficiently
above the ambient level
The measured velocity data was weighted and averaged according to the NS 8176E2005 standard Note that
there was only one ambient measurement so the standard deviation and thus the vw95 could not be calculated
However the vwmax levels can be compared to ensure a sufficient signal-to-noise ratio The results are shown
in Table 62 below
Table Table Table Table 62626262 Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements cla Quarry Road measurements classified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005ssified according to NS 8176E2005
Source Mean maximum weighted
velocity vwmax
(mms)
Std deviation σ
(mms)
Statistical weighted
velocity vw95
(mms)
Dwelling
Class
15 truck passes 011 004 018 C
Ambient (no trucks) 002 - ---- -
These measurements also comply with the Project Criteria of vw95 03 mms and the Norwegian Standard
would rate a house in this location (notwithstanding the transfer function into the house structure) as a Class C
building
A calculation of the effect of ground type and distance has been undertaken to provide an indication of the
level of risk associated with truck movements on a road in this condition If the ground were Class IV soil type
then the Project Criterion of vw95 03 mms would be exceeded for distances less than approximately 15
metres However this is a worst case scenario and not considered applicable to the Project alignment which
will (through NZTA maintenance policy) have a well maintained road surface
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 40 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
633 Verification of NS 8176E2005 through comparison with ISO 2631-21989
The data from the truck drive-by measurements (refer Sections 631 and 632 above) has also been assessed
according to ISO 2631-21989 which has traditionally been the human response standard adopted in New
Zealand However as discussed in Section 3 it was revised in 2003 by a standard which no longer has any
vibration criteria and the New Zealand Standards Authorityrsquos adoption of the 1989 version (NZSISO 2631-
21989) was withdrawn in 2005
It is nonetheless valuable to compare both ISO 2631-21989 and the Norwegian Standard NS 8176E2005
adopted in the Project Criteria so as to validate the selection of NS 8176E2005 in terms of the current
framework and the common expectations regarding human response to vibration
The metric in ISO 2631-21989 is different from NS 8176E2005 It contains weighting curves for the
frequency range 1 ndash 80 Hz and the criteria for different receivers are based on multiplying factors of these
curves Figure 61 below shows the combined-direction (ie vertical and horizontal axis combined) weighting
curves for the multiplying factors 1 ndash 8 These curves correspond to the criteria given in Table 65
Combined-direction criteria (ISO 2631-21989)Curves for multiplying factors 1 14 2 4 and 8
000001
00001
0001
001
1 16 25 4 63 10 16 25 40 63 100
Frequency (Hz)
Vel
oci
ty (
rms)
ms
Figure 61 Figure 61 Figure 61 Figure 61 ndashndashndashndash Combined Combined Combined Combined----direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631direction weighting curves from ISO 2631----21989219892198921989
The Standard refers to three vibration types continuous intermittent and transient It states that traffic would
typically be classed as intermittent as it is ldquoas string of vibration incidents each of short duration separated by
intervals of much lower vibration magnitudesrdquo
1111
8888
4444
2222
11114444
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 41 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
The ISO 2631-21989 criteria for intermittent sources are summarised in Table 65 below
Table 65 Table 65 Table 65 Table 65 Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631Multiplying factors to specify satisfactory vibration magnitudes for human response (ISO 2631----21989)21989)21989)21989)
Place Time Continuous or intermittent vibration
(Multiplying factor)
Critical working areas Day
Night 1
Day 2 to 4 Residential
Night 14
Office Day
Night 4
Workshop Day
Night 8
Another difference between the two standards is that ISO 2631-21989 does not contain an averaging
function so for the SH20 and Quarry Road data each truck pass is individually assessed The quoted value in
Table 66 below is the rating of the highest recorded truck pass
Table 66 below shows the results of the four operation assessments according to both NS 8176E2005 and
ISO 2631-21989
Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631Table 66 Comparison of ISO 2631----21989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2021989 and NS 8176E2005 ratings of measured road data05 ratings of measured road data05 ratings of measured road data05 ratings of measured road data
NS 8176E2005 ISO 2631-21989 Measurement Location
vw95
(mms)
Class Multiplying factor
State Highway 20 Mt Roskill 001 A 1
Quarry Road Drury 018 C 4
These results indicate good agreement between the two standards The SH20 measurements were deemed to
comply with the most stringent class in both standards and for the Quarry Road measurements both Class C
(NS 8176E2005) and Multiplying factor 4 (ISO 2631-21989) are deemed the appropriate limit for residences
(daytime) The two standards give equivalent assessment ratings to the same dataset which supports the
adoption of NS 8176E2005 as being consistent with historic NZ practice
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 42 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
634 Lyttelton and Wellington
These measurements were carried out to provide information on vibration levels received by residential
buildings above existing tunnels
The two tunnels above which measurements were undertaken were the Lyttelton tunnel in Lyttelton and the
Terrace tunnel in Wellington Both tunnels service sizable traffic volumes and in Lytteltonrsquos case relatively
high heavy vehicle numbers Basic information on both tunnels is included in Table 63 below
The survey locations were 18 Ticehurst Road Lyttelton and 32 Macdonald Crescent Te Aro Wellington The
measurements were undertaken between 6th ndash 9th July 2010 using a Minimate Pro6 vibration logger (Serial No
MP12633) with a triaxial geophone transducer (Serial No SD12580) The time trace plots are attached in
AppendixAppendixAppendixAppendix IIII
Table Table Table Table 63636363 Tunnel information Tunnel information Tunnel information Tunnel information ndashndashndashndash Lyttelton and WellingtonLyttelton and WellingtonLyttelton and WellingtonLyttelton and Wellington
Tunnel Name State
Highway
Construction
method
AADT10
(2008)
Heavy
Vehicles ()
Speed
limit
Lyttelton Tunnel Lyttelton SH 74 Drill and blast
Excavation
10772 128 50 kph
Terrace Tunnel Wellington SH 1 Road header 45394 5 80 kph
6341 Tunnel Geology
Information on the geology of the ground below each measurement location and the depth of each tunnel
below the receivers was provided by Tonkin amp Taylor Limited
The crown of the Lyttelton tunnel is approximately 35 metres below the dwelling at 18 Ticehurst Road
Lyttelton The geology comprises a thin zone of loess silt and some fine sand over basalt rock The tunnel
runs through the basalt This would be categorised as Class II over Class IV soil according to Table G2 in
Appendix G
The geology below 32 Macdonald Crescent Wellington is likely to comprise stiff clayey silt (derived by
weathering of the underlying greywacke rock) This would be classed as Type II graduating to Type IV The
crown of the Terrace tunnel is understood to be approximately 17 metres below this residence
Table G1 in Appendix G shows the geology above the Project tunnel (Sector 8) to be Class III with some Class
IV basalt near the surface in places This is slightly harder material than the two tunnels in the survey
meaning vibration energy through the soil may attenuate slightly less with distance
10 AADT is the Annual Average Daily Traffic flow Data given is total for all lanes
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 43 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
6342 Measured Vibration Levels
The measured vibration levels are consistent with those measured in the ambient vibration survey (refer
Section 42) and the mean ambient PVS levels readily comply with the 03 mms PPV criterion for just
perceptible vibration contained in BS 5228-22009 The Wellington dataset contains a number of periods with
frequent peaks including a maximum PVS level of 64 mms These peaks are likely to be occupant-generated
(ie they do not occur at night-time when the occupants would be asleep) It is noted that in addition to any
tunnel traffic vibration there could be some influence from traffic on local surface roads Table 64 below
contains the summary data
Table Table Table Table 64646464 Ambient vibration results Ambient vibration results Ambient vibration results Ambient vibration results ndashndashndashndash Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington Lyttelton and Wellington
Address Mean Ambient PVS (mms) Maximum PVS (mms)
18 Ticehurst Road Lyttelton 028 098
32 Macdonald Crescent Wellington 01 64
A degree of assurance that the vibration peaks must be due to occupants can be obtained by extrapolating the
measured level down to tunnel depth and predicting the magnitude of source vibration that would be required
to produce the measured levels In Wellington for example the 64 mms PPV peak may be projected as
requiring a source vibration exceeding 250 mms It is inconceivable that any traffic activity could generate
this level of vibration which would be more typical of an explosive blast
The key findings are
When questioned the occupants at 32 Macdonald Crescent Wellington and 18 Ticehurst Road
Lyttelton expressed no concern over vibration of any kind In fact the Lyttelton residents seemed
unaware that they lived directly above the tunnel
The level of vibration generated by occupant activity exceeds the levels recommended as either
operation or construction activity limits
64 Assessment of Effects ndash Operation Phase
An assessment of vibration effects from the operation phase of the Project has been undertaken in the
following manner
Measurement of heavy vehicle movements on various road surface types according to the
NS 8176E2005 standard
Assessment of the effect of ground type and distance on these measurements to establish the
minimum safe distance under least favourable conditions
Measurement of vibration levels on two houses above existing State Highway Tunnels and assessment
of the measured levels according to NS 8176E2005
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 44 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
A comparison of the measured levels as assessed by both ISO 2631-21989 and NS 8176E2005
standards to validate the adoption of NS 8176E2005
The effects of vibration from road traffic in particular heavy vehicle movements are expected to be les than
minor provided the Project road surface is monitored and maintained in accordance with the NZTA policy for
road roughness It is noted that there is a significant safety margin here as significant road surface
degradation (in excess of the NZTA controls) would be required to generate an adverse effect
70 Summary and Conclusions
A detailed assessment of construction and operation vibration effects has been undertaken for the Waterview
Connection Project The assessment has identified and quantified potential vibration risks associated with
construction activities and the likelihood of ongoing effects from traffic vibration after completion
The assessment of effects draws on data obtained through on-site measurements of existing vibration
environments review and implementation of historical construction vibration measurements and the use of
empirical prediction models
The use of the collected historical dataset of construction vibration measurements has at this stage provided
general guidance on safe distances for construction plant and activities which has in turn allowed
identification of at-risk receivers However site-specific measurements are needed to refine the prediction
models and hence the risk categories so a comprehensive vibration assessment during the early stages of
construction is recommended
The building damage assessment which is the focus of the Project construction phase is based on German
Standard DIN 4150-31999 which is the commonly adopted control used in New Zealand It is anticipated that
the Projectrsquos most significant vibration effects are likely to come from the excavation of basalt rock in Sectors
6 and 9 The blasting programme will need to be carefully designed and monitored to ensure the vibration
levels are kept within the Project Criteria as far as practicable
In general initial predictions of construction vibration levels indicate there is some degree of risk that the
Project Criteria may be exceeded The development of a Construction Noise and Vibration Management Plan
(CNVMP) is recommended as the tool to ameliorate this risk and should outline the methodology for
assessing managing and mitigating the Project construction effects
The assessment of human response to vibration which is most relevant to operation effects once the Project is
complete is based on the Norwegian Standard NS 8176E2005 The operation vibration effects are predicted
to be negligible provided the road surface of the new motorway is maintained in accordance with NZTA
standard policy
These assessments lead to the following recommendations
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated
Waterview ConnectionWaterview ConnectionWaterview ConnectionWaterview Connection
Status Final Page 45 July 2010
Document Reference No 20111-3-R-N-1004-A G19 Assessment of Vibration Effects
Prior to the Project commencement an ambient vibration survey should be undertaken involving
measurements at locations nominated by NZTA
A Construction Noise and Vibration Management Plan (CNVMP) should be developed with contents in
accordance with Section 52 of this assessment A draft CNVMP is attached in Appendix K
The Project construction should be measured and assessed in accordance with the German Standard
DIN 4150-31999 and should as far as practicable comply with the criteria in that Standard
Blasting activities should be undertaken only between 0900 ndash 1700hrs Monday to Saturday
Overall it is considered that the Waterview Connection Project can be constructed and operated such that
adverse vibration effects can be avoided remedied or mitigated